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Avery Architectural and Fine Arts Library
Gift of Seymour B. Durst Old York Library

A COMPLETE HISTORY

OF THE

NEW YOEK anfl BROOKLYN BRIDGE

From its Conception in 1866 to its Completion in 1883.

Compiled by S. W. GREEN.

WITH PORTRAITS AND SKETCHES OF THE LIVES OF

JOHN A. ROEBLING, J. S. T. STRANAHAN,

WASHINGTON A. ROEBLING, WILLIAM C. KINGSLEY,

HENRY C. MURPHY, SETH LOW.

COPIOUSLY ILLUSTRATED

With Original Drawings never before Published.

PRICE 25 CEXTS.

NEW YORK :
S. W. G-KEEX'S SOX, # PUBLISHER,
696 Broadway
18S3.

ROEBLING'S

Steel and Iron

Of Every Kind and for Every Purpose.
j± SPECIALTY.

C„.l,.St.n ««.. Cincinnati Sn.p.n.lo. Bridge H» », JOHN A. R0BBL1NB. HMn Sp.n, I.05J ft.

Pulleys and Ropes for Transmission ot Power Long Distances.

Manufacturers of

CHARCOAL AND SWEDES IRON BESSEMER AND CRUCIBLE STEEL WIRES,
Galvanized Telegraph Wire a Specialty.

Works and Office 14 Drum Street, Off.ce and Warehouse:

TRENTON, SAN FRANCISCO. 117

H. L. SHIPPY, Agent.

EST-^IBLISIELEID 1794.

Lawrence & Schieffelin, 1794. H. H. Schieffelin & Co., 1813.

Jacob Schieffelin, 1799. Schieffelin Brothers & Co., 1849.

J. Schieffelin & Son, 1803. W. H. Schieffelin & Co., 1865.

W. H. Schieffelin & Co.,

Importers, Exporters, Jobbers and Manufacturers of

DRUGS, CHEMICALS,

AND

Ptaiwtal : Frpatis,

NEW YORK.

Imported and Indigenous Drugs, Staple Chemicals,

Foreign and Domestic Medical Preparations,
Fine Essential Oils and Select Powders,
New Pharmaceutical Remedies ;
Mediterranean, Bahama, and Florida Sponges ;

Druggists' Sundries, Novelties, and Fancy Goods.

PURE DRUGS.

AGENTS FOR

Gardner's Special Pharmaceutical Preparations, Swaim's Panacea,
Moller's Purest Norwegian Cod Liver Oil, Beranger's Apotheca-
ries' Scales, Cooper's Eeversible Pill Machines, Graduated Evap-
orating Dishes, McElroy's Patent Glass Syringes, Swift's Drug
Mills, Swift's Tincture Presses, Sarg's Transparent Glycerine Soaps,
Page's Patent Vaporizer and Vapo-Cresoline.

MANUFACTURERS OF

Standard Pharmaceutical Preparations,

Including Fluid and Solid Extracts, Elixirs,
Syrups, Ointments, and

SOLUBLE OO-A-TIEID PILLS.

Comprising all the Officinal Pills of the Pharmacopoea,

Unequalled in regard to Purity of Composition, Solubility of Coating,
Uniformity in Size, and Perfection of Form and Finish.

A COMPLETE HISTORY

OF THE

From its Conception in 1866 to its Completion in 1883,

Compiled by S. W. GREEN.

WITH PORTRAITS AND SKETCHES OF THE LIVES OF

JOHN A. ROEBLING,

WASHINGTON A. ROEBLING,
HENRY C. MURPHY,

J. S. T. STRANAHAN,

WILLIAM C. KINGSLEY,
SETH LOW.

COPIOUSLY ILLUSTRATED

With Original Drawings never before Published.

NEW YORK:
S. W. GREEN'S SON, PUBLISHER,
696 Broadway.
1883.

Printed, Electrotyped and Bound by
THE CHAS. M. GREEN PRINTING CO.,
74 and 76 Beekman Street,
New York.

CONTENTS.

Introductory 9

At last — A long time : — And yet a short — Mr. Kingsley at the plough —
Act of incorporation and corporators — Assumption by the two cities —
The two Roeblings — The increased cost and why — The task ahead.

The Caisson 15

Its many legs — The air-lock — The water-shafts — Other shafts — Com-
pressors— Must be tight — Place for the caisson — Its berth made and occu-
pied— The stone foundations begun — How the caisson sinks — Difficulties
— Blasting — The caisson disease — A hint of the disease — A weird scene —
Lighting the caisson — Accidents — "Sealing" the water-shafts — A great
"blow-out" — Fire! — Col. Roebling partially paralyzed — Three months
lost — Cost of the accident — The Broo klyn foundations finished — A coffer-
dam—The ledge under Manhattan island.

The Towers '. 29

Tower- building — The saddle-plates — The saddles — Good head and
hand work— What next?

The Anchorages 32

Foundation of Brooklyn anchorage — Foundation of New York anchor-
age— The anchor-plates — The anchor-bars — The outer bars' en<J in two
fingers— The chain begun.

Cable- making 36

Come, cable! — Towers and anchorages — Getting ready for cable-making

—The first rope across— Mr. Farrington first over— Other ropes — The
foot-bridge— The cradles— Their uses— The great cables— The strands—
The shoe— The wire—" Drumming up"— Splicing— The guide-wire— The
travelling sheave— " Regulating" the wire— Wrapping the strand— "Let-
ting off "—Temporary central cable— A strand breaks loose— Destroying
the strand formation— Wrapping cables finished— Hanging the roadway
— Suspender-bands and sockets — Suspender-ropes, sockets, and stirrup-
rods — Floor-beams — Laying the floor — Cables below the roadway — The
suspender stays — The longitudinal trusses— Prevention of lateral move-
ment— The lateral braces — Universal stanchness.

CONTENTS.

The Pathways on the Bridge 55

The footway — The railway — The driveway — Expansion joints — Elec-
tric lights.

New York and Brooklyn, and their Environs 59

Growth of New York — Growth of Brooklyn — The tongue on which
New York stands — Many New Yorkers must live outside the city — New
Jersey — Staten Island — Long Island ahoy ! — Travel over the old Brooklyn
ferries — Ferriage difficulties— Fog — Ice — The release — The new. thorough-
fare— Seems like a street — The view from it — The human brain — "Bad
for the coo."

The Question of Tolls 69

Two views — Foot-passengers — Footway will not be lonesome — The
railway service — Tolls on the driveway — The Union Ferry Company.

The Prospects for Brooklyn 73

The dormitory of New York — Rapid transit in Brooklyn — Flatbush
Avenue extension.

Future of Long Island 76

"Fish-shaped Paumanok"— The Long Island Railroad— The Bridge in
the railroad circuit.

Honor to Whom Honor is Due 79

Sketches of Men Prominent in the Enterprise 81

John A. Roebling 81

Washington A. Roebling 82

William C. Kingsley 86

Henry C. Murphy 88

James S. T. Stranahan 90

Seth Low 92

Statistical Items

LIST OF ILLUSTRATIONS.

PAGE

The Bridge from Governor's Island 2

The Caisson, on its Downward Road : 19

Top of Tower, with Saddles and Connections 29

Anchorage and Strand Fastenings 35

Mr. Farrington Crosses on the Traveler 38

Splicing Wires 43

Cross-Section of Cable 45

Wrapping Cables 48

Bridge from Below, near Fulton Ferry 54

Section of Passageways of Bridge 56

Proposed Flatbush Avenue Extension 74

Portrait of John A. Roebling . 81

Portrait of Washington A. Roebling 84

Portrait of William C. Kingsley 86

Portrait of Henry C. Murphy 88

Portrait of James S. T. Stranahan 90

Portrait of Mayor Low 93

The New York and Brooklyn Bridge

AT LAST.

The tide of travel begins to flow back and forth over the great
structure which now unites the largest and the third largest cities
of the Union, the Atlantic pulsating between. No longer can the
impatient passenger over the East River, detained by fog or ice,
look up at the slowly-growing causeway overhead, and wonder to
himself and his neighbor whether he shall live to cross it, and
incredulously shake his head. The old Brooklyn resident sees the
task accomplished ; and the long years of waiting dwindle to a
moment smaller than that in which the Arabian Nights hero ducked
his head in the tub of water, and experienced the vicissitudes of
half a lifetime before he drew it out again, and all within the com-
pass of a breath. How recent seems the agitation whether such a
thing were possible ; the various plans, bordering all the way from
sober sanity to stark inanity ; how of yesterday the persistent face
and figure that buttonholed the traveller at Fulton and Main Streets,
and would unroll his sanguine map to your indifferent gaze if you
dallied with him an instant.

A LONG TIME.

Nearly twenty years have gone since the matter was first effec-
tively agitated — more than sixteen since the charter was passed.
How frequent and long the delay seemed ! And yet, as all have
been- surmounted, even John Kelly left years behind, the time
seems short for the work done. Examine, step by step, as you

NEW YORK AND BROOKLYN BRIDGE.

pass from Brooklyn to New York. From under the Bridge scan
the nine hundred and thirty feet you traverse over Prospect and
Main Streets to the Dock Street side of the Brooklyn anchorage.
View the arches crossing each other diagonally in the bridges over
the streets and in the anchorage itself. What long-continued and
patient work, directed and watched by what an educated brain !
As the eye roams up and down and across, inside and outside, on
brick and on stone, it is perpetually called to stop and admire.
And where you and I admire to the extent of our small capacity,
the trained and capable engineer is filled as full of delight and
wonder to the extent of his vastly greater capacity. So at the
New York ends from Chatham Street, over North William .and
William Streets, over Rose and Tandewater Streets, over Cliff and
Pearl to the Cherry Street side of the New York anchorage, more
than fifteen hundred and sixty feet of the same splendid workman-
ship and material.

AND YET A SHORT.

And then you are only on the threshold of the wonder ! From
the land side of either anchorage walk across the solid masonry
more than one hundred feet to the seaward side. See stretching
away in the distance the cable-hung Bridge proper, suspended high
in air nine hundred and thirty feet land span to the nearest tower ;
then more than fifteen hundred and ninety-five feet over the At-
lantic Ocean, here beating back and forth in the strait misnamed
the East River ; and then another nine hundred and thirty feet to
the other anchorage. Those four cables, each lying so airy and so
graceful in its three descending loops, airy and graceful as they are,
measure nearty sixteen inches in diameter each, and each of them
weighs nearly nine hundred tons. And that five-tracked roadway
extending from the mainland and resting on these cables, some-
times hung below them, sometimes lying directly on them, and in
their lowest bends carried above them on pillars, guyed and braced
in all directions ; how firm it stands ! how indifferent to wind and

PRELIMINARY.

storm ! Does not the wonder grow, not that the Bridge has been
so long a-building, but that it lias been built so quickly ?

MR. KINGSLEY AT THE PLOUGH.

When, in 1865, Mr. William C. Kingsley first took fairly hold
of this enterprise, and had plans and estimates made by competent
men, almost the same line was recommended as the Bridge actually
now occupies. This line extends from a point in Brooklyn near
the junction of Sands and Washington Streets about 38-J- feet above
high-water mark, to Chatham Street, New York, near the City
Hall, about 61|- feet above high-water mark. When afterwards
permission was obtained from the United States Government to
put a suspension-bridge across the river, that permission stipulated
that the channel of the river should not be interfered with in any
way, and that the highest part of the Bridge should be at least one
hundred and thirty -five feet above high-water mark. So that the
place of each terminus, and that of the highest part of the main
span, were settled.

ACT OF INCORPORATION AND CORPORATORS.

The original act to incorporate the New York Bridge Company
was introduced in the Senate of this State by Hon. Henry C.
Murphy, Jan. 25, 1867, and passed the 16th of the following April.
The charter fixed the capital at $5,000,000 to begin with, and au-
thorized the cities of JSTew York and Brooklyn, through their com-
mon councils, to subscribe for stock. The original incorporators
were: John T. Hoffman, Simeon B. Chittenden, Edward Buggies,
Smith Ely, Jr., Samuel Booth, Grenville T. Jenks, Alexander
McCue, Henry E. Pierrepont, Martin Kalbfleisch, John Roach,
Charles A. Townsend, Henry E. Stebbins, Charles E. Bell, Chaun-
cey L. Mitchell, T. Bailey Myers, Seymour L. Husted, William
A. Fowler, William W. W. Wood, Andrew H. Green, Edmund
W. Corlies, William C. Kushmore, Ethelbert S. Mills, Alfred W.

NEW YORK AND BROOKLYN BRIDGE.

Craven, Arthur W. Benson, T. B. Cornell, John W. Hay ward,
Isaac Yan Anden, Pomeroy P. Dickinson, Alfred M. Wood, J.
Carson Brevoort, William Marshall, Samuel McLean, John W.
Combs, William Hunter, Jr., John II. Prentice, Edmund Driggs,
John P. Atkinson, and John Morton.

ASSUMPTION BY THE TWO CITIES.

But as the work progressed a feeling of jealousy arose against
the control by a private company of the public moneys voted by the
two common councils; and June 5, 1874, an act was passed by
which the two cities assumed the Bridge, paying back to the
original subscribers the amount of their subscriptions, with interest ;
and the management was put under the control of a board of
twenty trustees, ten from each city, including its mayor and
comptroller. The funds were raised, two thirds by Brooklyn
and one third by New York. The working staff of the Bridge
and its managing minds have remained substantially the same from
the start.

THE TWO ROEBLINGS.

The company organized in May, 1867, and John A. Poebling
was appointed engineer May 23. He made his plans and estimates,
and submitted them the next September. But in 1869, while
standing on the Fulton Ferry Dock fixing the location of the
Brooklyn tower, a ferryboat, colliding with the side of the slip,
caught and crushed Mr. Roebling's foot. He died a little more
than a fortnight after this accident, July 22, 1869. His place was
taken by his son and associate, Col. Washington A. Poebling, and
under his management and oversight the work has been completed.

THE INCREASED COST, AND WHY.

The original figures have been largely exceeded. At the begin-
ning, the elder Roebling estimated that the bridge could be built
in five years,, for $7,000,000, exclusive of the land. The land cost

PRELIMINARY.

about $3,800,000, making, as originally estimated, $10,800,000 for
Bridge and land. But the work has cost about $15,000,000, nearly
$5,000,000 more, and has taken more than twice the time. The
original estimated height was 130 feet, to which the United States
Government added 5 feet. The original estimate was for a width
of 80 feet. The Bridge was made 85. For the New York tower
a foundation had to be sunk to nearly double the depth originally
estimated. Then the suspended structure and the cables carrying
it have been made of steel instead of iron. The approaches, too,
are solid mason-work, with many desirable tire-proof stores to let
in their arches, instead of passing over on trusses, as first intended.
This also necessitated the buying of property not originally con-
templated. One building in Frankfort Street cost the Bridge more
than $100,000 purchase-money, besides the expense of taking down
six fire-proof stories. Station-houses, " incidentals," law expenses,
discounts, and delays have also counted up. The work stood still
for months, owing to the refusal of John Kelly, then Comptroller,
to furnish New York's part of the funds ; and the Trustees had to
carry the case to the Court of Appeals before they could get the
money to which the court of last resort said they had all along
been entitled. These very delays have been of unexpected and
enormous advantage to the solidity and permanence of the Bridge.
But for that occasioned by Mr. "Kelly's obstruction, and carrying
the case through the courts, iron would have been employed as at
first intended. Before building was resumed, methods were dis-
covered of constructing in steel what before was not possible in
that substance ; and these methods were utilized when the work
upon the Bridge was again taken up.

THE TASK AHEAD.

But let us go back again to the beginning. To carry this projected
roadway 135 feet above mean high-water mark, a tower must be
built on each side the river so high that the cable may droop from
the top of each, and the loop in its centre rest this 135 feet above

NEW FORK AM) HUOOKLYN BRIDGE.

the river. And through these towers must be openings for the
roadway to pass, gently rising from each end to its extreme height,
the supporting cables gracefully curving down and the suspended
roadway as gracefully curving up. It was decided that the floor
of the openings in the tower through which the roadway must pass
should be 119 feet above high- water mark, the top of the tower
over which the cable must pass should be 159 feet above the road-
way, and the total height of the tower above high- water mark
nearly 277 feet. And it was decided that each tower must be
140 X 59 feet at high-water mark, gradually drawn in to 136 X 53
feet at the top. On what shall this enormous mass of masonry rest?
And how shall its foundations be firmly laid beneath the waves of
the ocean surging through the East Kiver %

THE CAISSON.

The plan almost necessarily selected was that of the caisson, a
French word meaning chest. As here used it is an enormous box
or trunk, large enough to underlie the 140 X 59 feet of the tower,
and strong enough to carry this tower on its back. In a ship-yard
it is built ; some of the timber courses, however, not being put on
till it is in position. The Brooklyn caisson has a top 15 feet
thick, of solid yellow-pine beams, each one foot square, laid in
courses at right angles to each other, the whole mass being bolted
together in the strongest possible manner. Its size from edge to
edge is 168 X 102 feet — a little larger than the base of the tower.
This great mass rests on four sides, each 9^ feet high, 9 feet thick
where they join the top, and tapering like an italic V to an edge of
six inches, shod with thick cast-iron rounded. So that this mam-
moth Saratoga trunk has no bottom, an inside 9 feet high, with
sides tapering to its no bottom, and a lid 15 feet thick, which won't
open. What an oyster for a typical baggage-smasher !

ITS MANY LEGS.

But heavy as our lid is, it cannot be trusted to carry the founda-
tions on the sharp edges of its sides. Across the 102 feet run five
timber partitions 2 feet thick, strong and well braced, dividing
the 168 feet into six compartments. And in each of these parti-
tions are two openings, high and wide enough for a man to push a
barrow through. What Frankenstein can grasp this mighty box,
put it flat on the bottom of the river, hold it with one hand, while
with the other he wields a gigantic straw, perforates to the inside
of the " Saratoga," and, with his huge lungs, blows in the air till
the water is driven out below the cast-iron shoes, so that, protected

NEW FORK AND BROOKLYN BRIDGE.

by his mighty breath, crowds of pigmies may go down cellar and
work? And if he can only keep the cellar clear, get the pigmies
out and in, and remove the debris their picks and shovels and
barrows make ready, into the bowels of the earth he can sink
the cellar till he comes to bed-rock. The Frankenstein was called,
and came.

THE AIR-LOCK.

Provision hau to be made through the lid of this trunk, the
roof of this caisson, for various things, and as it was built up in
the ship-yard the necessary shafts or tubes were put in. Two
were for the entrance and exit of men. They were round, and to
the top of each was bolted an " air-lock," a wrought-iron cylinder
seven feet high by six and a half feet in diameter, and at each end
a valve or door large enough to pass the body of a man, each door
opening downwards. Ladders reached from the top of the shaft
to the bottom of the cellar. Near the lower door was a valve open-
ing into the cellar. On entering the air-lock from above the
upper door was closed by a roj>e and pulley, and the valve into the
cellar opened. As soon as the compressed air, or giant's breath,
had equalized itself between the cellar and air-lock, the lower
door dropped open, and the ladder gave admission to the working
chambers.

THE WATER-SHAFTS.

Two more tubes were called " water-shafts," and were used for
the removal of the debris dug and blasted from the cellar. They
were about the same size as the entrance-shafts, though those in the
Brooklyn caisson were not round, but rectangular. They were let
down into open pits in the ground dug below the level at which
the water was held by the compressed air. As the water in these
pits stood at that level the compressed air was locked out of them,
and whatever was excavated and dumped by the miners into these
pits fell to the bottom. A dredging-machine operated through
each of the shafts into these pits, on the same principle as those

THE CAISSON.

we see at work in slips and the harbor, and their iron fingers
clawed up from the bottom whatever was there " dumped," rose
with their load to the surface, and deposited it in the attendant
scow.

OTHER SHAFTS.

Other tubes called "supply-shafts" were made, through which
the caisson might be filled when it reached its permanent bed.
Smaller pipes were put in to supply gas and water, and to blow
out sand by air-pressure. Of course, as the masonry was afterwards
built on, these shafts were kept open through it.

COMPRESSORS.

Compressors or air-pumps were set up in a building on shore,
and connected with the interior of the caisson by means of a large
cast-iron pipe laid underground, and by rubber hose. Through
these the Frankenstein could blow the water out.

MUST BE TIGHT.

It stands to reason that all this structure must be made water-
tight. Between the timbers of the lid were metal plates, and joints
were at first calked with oakum. The compressors have enough
to do to drive the inevitable weight of water from the cellar, and
must be spared any unnecessary work.

PLACE FOR THE CAISSON.

Let us go back to our caisson in the ship-yard, finished as de-
scribed above, resting on ways, ready to be launched. Meanwhile
the place where it is to be sunk has been made ready. The work
in which the elder Eoebling lost his life has been completed by
others. The spare slip at Fulton Ferry on the Brooklyn shore has
been removed, and the bottom levelled off so as to get a depth of
18 feet clear water. This has been no easy task. Part of the
2

NEW YORK AND BROOKLYN BRIDGE.

river bed here was a compact mass of sand, clay, and bowlders, so
cemented together that the dredge was useless. Wrought-iron
piles six inches in diameter had to be driven in, drawn out again,
the holes they left tilled with cast-iron canisters carrying heavy
charges of powder, and fired by electricity. This done, the
dredges could clutch and remove the debris the explosion had left,
and at last the 18 feet of depth is cleared.

ITS BERTH MADE AND OCCUPIED.

To fix the position of the caisson, a row of piles and sheeting is
driven in, 168 feet along the shore line, and at each end another
row 102 feet long, at right angles to the first, thus forming a pew
or pen open on three sides for the admission of the caisson, into
which it is towed, and then the remaining side, 168 feet again,
made in the same way. To help buoy the caisson in its transit
from the ship-yard to its place, heavy as it is, a force-pump is erected
on its deck and compressed air driven in. The great chest is now
floating in the water, held in on > every side by its encompassing
fence of piles. The engineers determine its place with extreme
nicety, and fix and fasten it there by blocks and wedges, and here
it rises and sinks with the tide. Three large derricks, each with a
ten-ton lift, are erected in the caisson so as to reach all parts of the
work, and tracks are laid to bring the stone from the dock to the
derricks.

THE STONE FOUNDATIONS BEGUN.

Now begin the foundations of the stone pier that is to be on the
top of the caisson. The great squared blocks, limestone inside
and granite outside, brought on the tracks and -lifted by the der-
ricks, are lowered one by one into place, until, the first course laid
complete, 140 feet long and 59 feet wide, the monster caisson has
settled with its load, and does not rise as high with the flowing tide
as it did. By and by the added blocks sink the caisson till it set-
tles to the bottom, and there remains, its top still visible above

THE CAISSON.

water. The compressed air is pumped into the interior of the
caisson and drives out the water, forcing it under the iron-shod
edges. Engineers and workmen can now go down, trim the earth
level under the edges, and finally adjust and fix the mass in its
exact place, supporting it uniformly by blocking placed under its
five cross partitions. A little more limestone on the top, and the
mass has become practically immovable, and the work of sinking
the caisson is fairly under way.

THE CAISSON, STARTED ON ITS JOURNEY DOWN.

HOW THE CAISSON SINKS.

The laborers with pick, shovel, and barrow feed the dredges
with the mud and stones they dislodge. When the earth has been
sufficiently removed, the workmen drive out alternate blockings
from under the partitions on which the mass rests, leaving its
weight on the remaining blocks, which slowly settle a little under
the load, and in the most uniform manner. The earth is levelled,
and the blocks before removed are again tightly driven in. Then
the other blocks, the first time untouched, are driven out, and in
the whole operation the caisson has gone down about an inch.
The weight and strength of the caisson and its load are so enor-

NEW YORK AND BROOKLYN BRIDGE.

mous, that any little difference in the density of the cellar bottom,
or in the driving of the blockings, is irresistibly equalized, and the
mass sinks inch by inch as the process is repeated, plumb down.
Of course, care is perpetually taken that no bowlder or other ob-
struction be left under the descending shoe of the caisson's edges,
and no pains are spared to remove any cause that may seem to
tend to deflect the perpendicularity of the descending mass.

DIFFICULTIES.

But for all that, the work is anything but easy. Often the ma-
terial to be excavated is so hard and compact that the picks and
shovels cannot disintegrate it, and steel bars specially prepared
have to be driven in, and small portions at a time picked off.
Bowlders turn up, in the most unfortunate places, from 1 to 250
cubic feet in size, sometimes of trap-rock, sometimes of quartz or
gneiss, sometimes of sandstone. Men constantly probe under
water with iron rods to find these hidden obstructions, to prevent
the caisson settling on them to its possible injury, and to the
certainly increased difficulty of their removal under its weight.
Sometimes even winches and hydraulic jacks are ineffectual to
remove the stones from under the edges and the partitions. Bowl-
ders have to be undermined and rolled into the caisson, and there
separated by drills and wredges. At first, owing to various such
difficulties, the caisson settled only six inches in a week — a rate
which would have taken more than a year and a half to sink the
Brooklyn caisson, and about three years for the New York one.
And the wear and tear of tools is enormous.

BLASTING.

Can powder be used in blasting? There is no previous experi-
ence. What will be the effect of concussions on the ear? Will
they rupture the tympanum ? Will the smoke become suffocating ?
Will not the concussions break the valves and doors in the air-

THE CAISSON.

locks, let out the air, and admit the water ? Who knows ? The
experiment is made, beginning with the firing of a pistol, trying
light blasts and then heavy ones, but with none of the dreaded re-
sults. So blasting becomes a part of the programme, holes being
sometimes drilled completely through bowlders under the edge,
the charge inserted at the bottom, and they loosened or thrown
into the caisson. At these explosions the workmen easily step
from that compartment into another of the six. The work goes
on day and night, by relays of men called " shifts" working eight
hours each. They are provided with dressing and eating rooms
above ground, and every means used to secure their health and
comfort, and to push on the work.

THE CAISSON DISEASE.

For, with all the discomforts and exposures of working and
blasting so far under water and the ever-present dread of submer-
sion, another great danger arises from living in the compressed
air — the danger of the " caisson disease." In the Brooklyn caisson
the highest pressure was 23 pounds to the square inch, besides the
normal atmospheric pressure. In the New York caisson at one
time the pressure was 34 pounds. The symptoms of this caisson
disease are cramps and severe pain in the joints, paralysis, and
sometimes death. On entering a caisson through an air-lock under
high pressure a severe pain in the ear is usually felt till the pres-
sure is equalized. To some the pain is insupportable, while others
are hardly inconvenienced. Putting fingers or cotton in the ears is
unavailing.

A HINT OF THE DISEASE.

Any boy or man in the bathing season, who can swim, may
easily find what this " caisson disease" is like. Turn over a heavy
boat in deep water, dive, and come up head under the boat. How
your ear begins to sing, and how unpleasant the sensation is I
Now try to shout aloud, and see how hard it is to make your voice

NEW YORK AND BROOKLYN BRIDGE.

heard, and how unearthly it sounds. That is a hint of the state
of the atmosphere in a caisson, bearing a resemblance to the real
thing such as a twinge in the toe bears to well-developed gout, or
a chance cough to settled influenza.

A WEIRD SCENE.

" Inside the caisson," says Mr. E. F. Farrington, the master-
mechanic of the Bridge, "everything wore an unreal, weird ap-
pearance. There was a confused sensation in the head, like ' the
rush of many waters.' The pulse was at first accelerated, and
then sometimes fell below the normal standard. The voice sound-
ed faint and unnatural, and it required a great effort to speak.
What with the flaming lights, the deep shadows, the confusing
noise of hammers, drills, and chains, the half-naked forms flitting
about, with here and there a Sisyphus rolling his stone, one might,
if of a poetic temperament, get a realizing sense of Dante's In-
ferno. One thing to me was noticeable — time passed quickly in
the caisson/' It was no place for men subject to heart or lung
disease, or enfeebled by age or intemperance. But a man of good
health and physique, with sound head, heart, and lungs, temperate
in all things, and observing a few simple rules, had no difficulty in
working under a pressure of 30 or 40 pounds.

LIGHTING THE CAISSON.

The lighting of the caisson was a work of no little difficulty,
and the subject of many experiments. Calcium-lights, coal-gas
lamps and candies were tried. The calcium-lights worked well,
but were costly. Oil-lamps smoked, and were dangerous. Candles
were all along used more or less. The regular gas from the street
mains worked best of all, though it increased the temperature about
fifteen degrees. Of course the usual street pressure was not
enough at that depth, and had to be increased. And there was
constant danger of explosion from leakage, wThich under the high

THE CAISSON.

pressure the sense of smell did not detect. Fourteen calcium-lights
and sixty burners were put in, but they were not all used at the
same time. How Edison, or one of his kind, was needed !

ACCIDENTS.

Such a work as the sinking of a caisson could hardly be expected
to be accomplished without accidents. The body of compressed
air was always trying to escape. Before the caisson became firmly
fixed, it was liable to tilt a little and thus set free a portion of
the confined air, which in its escape would send up a large co-
lumn of water thirty to sixty feet high, flooding a part of the
top and stampeding the workmen. But they had due warning
in a roaring noise which accompanied the rise of the water.
Inside the caisson the roaring was heard, and with it came a
draught of air toward the place of escape. Sometimes the wave
of a passing steamer would disturb the equilibrium, and cause
a " blow-out." Now and then a workman caught a fish thrown
up in the column of water.

"SEALING" THE WATER-SHAFTS.

As the caisson slowly sunk to its destined bed, this cause of dis-
turbance disappeared. The mass could no longer be tilted. But
the added pound of air-pressure for every two feet of tide-water
incessantly pushed to get out. The " sealing " of the bottoms of
the water-shafts, into which the debris was thrown ready for the
grasping fingers of the dredge, had to be kept up by means of hose,
and dams to be maintained about the bottom of the shaft to keep
the pool high enough to prevent the escape of the compressed air, and
these dams were liable to be washed away by a change of pressure.
Sometimes the bottom was so hard that a dredge could not keep its
well-hole deep enough. Then the dredge was withdrawn, an iron
cap bolted on the top of the shaft, and heavy stones piled on until
the weight was enough to resist the air-pressure. Compressed air

NEW YORK AND BROOKLYN BRIDGE.

was forced between the cap on the top of the shaft and the water
under it, the water driven downward into the caisson, and the
well-hole pumped or bailed out, and deepened. When this was
done, water was re-admitted, and the dredge set at work again.
While one shaft was thus " laid-up," the other kept at work. Over
and over again this happened.

A GREAT "BLOW-OUT."

One unfortunate Sunday morning, a neglect on the part of the
watchman inside the caisson allowed the air to blow out, creating
a panic and stampede above ground, and flinging over buildings
and shipping a coat of yellow mud. The weight of the caisson at
this time was nearly 18,000 tons. The noise was terrific, and mud
and stones flew to a great height. People near the Ferry fled away
from the supposed danger, and those farther off rushed down street
to see what was the matter. The whole mass, caisson and masonry,
settled ten inches, the shoe was crushed in places, and the center
of the roof settled about four inches.

FIRE !

The Brooklyn caisson caught fire several times, and twice the
interior had to be flooded with water to extinguish it. The last
fire was discovered December 2, 1870. A laborer had carelessly
placed a lighted candle near a joint in the roof, whence the flame
was drawn in contact with the oaken calking of a timber joint.
This kindled, and under the great pressure the fire made its way
into the interior out of sight. The pressure being outward, no
smoke or flame inside revealed the presence of danger. How long
it had been burning cannot be told. It was discovered by the ap-
pearance of a large hole directly over one of the supporting parti-
tions and near an opening from one chamber to another. Carbonic-
acid gas, water and steam were applied hour after hour, till water
flowed back into the caisson, but auger-holes into the roof showed

THE CAISSON.

that the lire was still burning, and there was no alternative but to
flood the caisson. The caisson was too deep to be filled by the pre-
vious method of reducing the air-pressure and admitting the sea-
water under the shoe. A general alarm was sounded, the fire de-
partment came, and in a little while thirty-eight streams of water
were running into the mouths of the shafts, in addition to the water
flowing from the pipes used in the caisson. In five hours and a
half the caisson was filled, and the water poured out of it from the
mouths of the shafts. The air-pressure was gradually reduced as
the water flowed in, so that the sustaining power of the water re-
placed that of the air, so as to prevent straining or injury. Under
the heavy weight of stone, any carelessness here might have resulted
in permanent injury to the tower.

COL. ROEBLING PARTIALLY PARALYZED.

While this danger was imminent Col. Hoebling, the engineer,
was first partially paralyzed by the caisson disease. He was inside
from 10 p.m. till 5 a.m., and returned at 9 a.m. From this at-
tack he never has recovered, and probably never will. But his
directing mind was not paralyzed, and even from his sick-room his
oversight has never flagged.

THREE MONTHS LOST.

After thus flooding the caisson the water was left in it two days and
a half and was then forced out of the water-shafts by air-pressure
in six hours. Nearly three months were consumed in making re-
pairs, the work going on night and day. First of all, liquid cement
had to be injected into the burned openings to prevent the escape
of air, partly by air-pressure and partly by a stuffing-machine made
for the occasion. Then large openings had to be cut through two
and three courses of solid timber to get at the burned portions and
make the necessary repairs. These timbers had to be bored across
and split with bars and wedges, and all burned pieces as well as in-

NEW YORK AND BROOKLYN BRIDGE.

jected cement had to be taken out, and the cavities scraped clean.
What a job of dentistry ! — the cavity worm-eaten by the erratic
wandering of the fire over a space of fifty feet square. Then came
the plugging : done where possible with timber strapped and bolted,
and in the smaller places with concrete, made of cement, sand and
gravel. The workmen had to crawl and work in all sort of uncom-
fortable positions, lighted by little bull's-eye lanterns, in an air full
of coal and cement dust and smoke. But at the end of the three
months, all the difficulties were surmounted, and the roof of the
caisson as strong as ever, perhaps even stronger.

COST OF THE ACCIDENT.

After this experience with the Brooklyn caisson, that for the
Xew York tower was built so that there was no calking that
could again open the way for a similar disaster. It was lined
throughout with thin boiler-plate iron. The tire had cost $15,000,
and the lining of the New York caisson cost $20,000.

THE BROOKLYN FOUNDATIONS FINISHED.

The bed on the Brooklyn side being a tenacious conglomerate
of clay, sand and bowlders, reaching far down, at forty-four and a
half feet below high-water mark, the Brooklyn caisson was allowed
to make its final halt. Under its lid seventy-two brick piers, each
about five feet square, were erected, and the caisson rested on them
as the temporary wooden supporting partitions were removed, and
the air-pressure withdrawn. Then the whole interior was filled in
with concrete and the broken stone formerly sent up from under
the caisson. This was most carefully done, beginning around the
shoes and working inwards, in layers six to eight inches thick, and
each allowed to harden before the next was put on, the air-locks
being filled last of all. The water-shafts were cut square with the
roof inside the caisson, and all the braces of the supporting frames
removed. When the caisson was filled up to the ground-level, the

THE CAISSON.

cofferdams around the different shafts removed, and the air-locks
taken off, the foundations were solid and permanent, ready for the
weight of the tower and cables, with their load.

THEIR ASSURED SAFETY.

So that the towers of the Bridge rest at bottom on courses of
solid yellow pine, and under them brick pillars. Will not the
wood decay ? Experience shows that wood when thus sunk beyond
reach of air and changes of temperature, is perfectly incorruptible.
Oxygen is the great decomposer or destroyer. But as these tim-
bers are placed, it cannot use its teeth, and the wooden lid of the
Saratoga trunk may be trusted to remain sound and intact as long
as wanted. The sea-worms were kept away by an unbroken sheet
of tin outside : and below the bottom of the channel they do not
pierce. The foundations are safe.

THE NEW YORK CAISSON.

On the New York side the caisson had to be sunk to a much
greater depth than the first : — to 78-J- feet below high -water mark,
to the underlying rock. It was of the same width, 102 feet, as its
sister, but four feet longer. 172 feet. Its lid was made twenty-two
feet thick, while the other was only fifteen. A greater air-pressure
was required for the greater depth, and thirteen compressors were
used in New York, though never all at once. The work of exca-
vating in New York was not so hard, but much more disagreeable.
The first layer was sewage and sewage mud — inodorous under
water, but when excavated under low pressure in the caisson —
faugh! Next came clean gravel, and sand, with an occasional
bowlder, — much of the sand so fine as to be forced out through iron
pipes by air-pressure.

A COFFERDAM.

Here a cofferdam was necessary to give buoyancy and steadiness
to the caisson, which required seven courses of masonry to hold it

NEW YORK AND BROOKLYN BRIDGE.

on the bottom at high tide. It commenced on the fifteenth course
of the caisson roof-timber, and was made with foot-square yellow-
pine posts set four feet apart and sheathed with six-inch white-
pine plank, calked to keep out the water, and braced. Concrete
was put between this cofferdam and the sides of the caisson, and
the roof concreted three feet to keep off the worms. Into this
filling excavated sand was blown as wanted, the pipes discharging
against granite blocks placed above them, the sand striking these
and falling back. Sand was also loaded into scows, an elbow
changing the current into the scow, the elbows lasting only a short
time. The foot of a pipe reached into the caisson, and a valve
regulated the draft. Ten or a dozen men could not shovel in as
fast as the current would draw out.

THE LEDGE UNDER MANHATTAN ISLAND.

When the New York caisson made its final halt, it was near the
ledge which runs under Manhattan Island. Jagged points of rock
lifted here and there, and it was " salted with quicksand." The
ledges of rock under the southerly end were leveled off, a wall of
concrete outside the shoe shut in the quicksand, the inside of the
caisson was filled with concrete as in Brooklyn, and the New York
tower also rested on a firm and permanent base.

THE TOWERS.

THE TOWERS,

The remainder of the tower-building is all above ground —
some of it certainly a long way above ground — and comparatively
simple. In each tower course after course is laid up to the level
of the flooring of the future bridge, 119 feet above high-water
mark. Just below this level heavy bars of iron are inserted in the

7% Screw

! 1 1 1 1 1

TOP OF TOWER, SHOWING SADDLES AND CONNECTIONS.

masonry from face to face of each tower, with great eves formed in
their ends at each corner of the tower, to hold one end of the
floor-braces. Here the tower divides into three piers, leaving be-
tween them two openings, each of 33 feet 9 inches. The three
piers join again into one tower, leaving these openings 117 feet
high to the tops of the arches over them. Across each opening,
at the spring of the arch, run four heavy iron rods or bars at-

NEW 5TORK AND BROOKLYN BRIDGE.

tached to eyes in either wall, and their length adjusted by screws,
parallel to each other in a horizontal plane, for the further strength-
ening of the tower under its enormous load. Up again rises the
solid tower nearly 40 feet above the arches. Near the top heavy
iron bars run across the towers through the masonry, furnished
with eyes at each end to receive the tops of the suspension braces.

THE SADDLE PLATES

Above these each tower receives four sets of iron bed-plates or
"saddles," one for each cable, resting each on its "saddle-plate."
Each saddle-plate is a casting 16 feet 2 inches by 8 feet, and sup-
ports one of the saddles on which the cables rest. Each is fur-
nished with a broad groove in which the saddle-rollers are con-
fined. They are placed on each tower, two over the centre pier,
and one over each outer pier.

THE SADDLES.

The saddles are 13 feet long by 4 feet 1 inch wide, and 4 feet 3
inches in extreme height. They lie lengthwise under the cables,
resting each on a series of wrought-iron rollers, running in .the
broad groove of the saddle-plate. The top of each saddle is curved
to give an easy bearing for the cable, which is to lie in a groove 17
inches deep and 19J inches wide. This arrangement relieves the
towers themselves from direct straining or chafing of the cables
under unequal loads, high winds, and changes of temperature
during which the cables will lengthen and shorten. Above the
saddle-plates the tower rises again 5 feet, so that the saddles and
saddle-plate may be covered from the weather, and yet be easily
accessible.

GOOD HEAD AND HAND WORK.

With what talent and skill all this work has been planned and
watched, and with what care and faithfulness it has been done, let
the completed towers testify. In the New York tower there are

THE TOWERS.

nearly 47,000 cubic feet of masonry, and in the Brooklyn one
more than 38,000 cubic feet. And yet neither of them, one 350
feet, and the other 316 feet from base to peak, has settled two
inches !

WHAT NEXT 1

Now, the two towers standing high in air, ready to receive the
cables and the roadway, what is the next point of interest ? A
suspension-bridge is made up of towers or piers to lift and carry
the cables, anchorages, or fastenings for the cables at either end,
and the suspended superstructure. We have taken the towers first in
order, as they were first in the order of time. But neither towers
nor anchorages are of any use, either without the other, and they
will all be needed at the same time, when cable-making begins.
And the anchorages are ready when the towers are. Let us go
back to them.

NEW YORK AND BROOKLYN BRIDGE.

THE ANCHORAGES.

Each end of each cable must be fastened so securely that the
weight of cable and superstructure, together with all that can by
any possibility be piled upon the roadway, and all violence of the
wind, shall be unable to start the fastening a hair. And over even
all this there must be the amplest margin for security. Some-
times there are rock foundations to which the cable can be at-
tached, as there will be in the projected " Storm King" bridge over
the Hudson. But here the lack of such natural rock must be arti-
ficially supplied. This is done in the two anchorages, each of
which is a mass of stone 129 by 119 feet at base, 117 by 104 at top,
85 feet high in front, and 80 feet in rear. What it is most wanted
for is its weight ; and this is 60,000 tons, or about 120,000,000
pounds. The top of each also forms a part of the approaches
which on either shore end upon the anchorages.

FOUNDATION OF THE BROOKLYN ANCHORAGE.

The masonry of the Brooklyn anchorage rests on three courses
of yellow-pine timber, one foot square, the same size as comprise
the roof of the caissons. The soil here is sand and gravel entirely.
A pit a little larger than the foundation had to be excavated, and
the tides held back by heavily supported sheet piling. A wire rope
was run from the roadway of the tower to a timber in the ground
250 feet distant. To the foot of the incline thus made the sand-
box was drawn from the excavation and hauled up by steam over
the sand heap, and automatically dumped. This sand was admir-
ably adapted for building purposes, and the enormous heap thus
formed was afterward all absorbed in the masonry. The yellow-

THE ANCHORAGES.

pine timber made an even foundation, and laid as it is below the
water-level, amid springs, it will be always covered and satu-
rated with water, and cannot decay.

FOUNDATIONS OF NEW YORK ANCHORAGE.

But in Xew York the anchorage " ground " lay in the outskirts
of "the Swamp." The water flowed in so fast that it took three
steam-pumps to expel it, working a whole month at the rate of 600
gallons a minute — more than 86,000 gallons a day. The original
surface shelved outward. Under the solid foundations of the de-
molished buildings an old dock was found, showing where the
water-line once was, and that over all this neighborhood the tide
then freely ebbed and flowed. And before a trustworthy bottom
could be reached, quantities of black, unwholesome mud and
refuse of old tan-pits had to be taken out of the way. But here,
as on the other side, the anchorage foundation was at last ready.

THE ANCHOR PLATES.

At the bottom of each anchorage, in the rear, on the York Street
side in Brooklyn, and on the Cherry Street side in Xew York,
firmly imbedded in the masonry, are the four anchor-plates. These
are of cast-iron, oval in shape, 16 feet by 17 feet 6 inches, not
solid, but with radiating arms, 2 feet 6 inches through the centre.
They weigh 23 tons each. If they were solid, the weight would
be greatly increased, but hardly the strength. The weight of the
masonry is upon them, and their office is merely to spread out
their fingers and clutch under the ponderosity of the whole mass.
Through the centre of each plate are two tiers of oblong openings
to receive the two lower sets of anchor-bars. These go through
the plates, and are secured beneath by round wrought-iron pins,
five inches thick, which pass through holes in the end of the bars.

NEW YORK AND BROOKLYN BRIDGE.

THE ANCHOR BARS.

The anchor-bars are of wrought-irop, each strand needing a chain
of them. There are 19 strands in each cable, so there are 19 sets of
anchor-bars, each chain being 12 bars linked together. The lower
bars, nearest the anchor-plate, are 3x7 inches, and as they reach
ii]) ward and outward to the cable the size increases to 3x9 inches.
Their average length is 12 feet. So that between the cable and
its anchor-plate are these 19 chains, each 120 feet long, linked by
wrought-iron bolts increasing from 5 inches thick at the anchor-
plates where the pull is least, to 7 inches at the outer ends where
the cables are attached and the pull is greatest.

THE OUTER BARS END IN TWO FINGERS.

The outer link of each of these chains is made double, each of
half thickness ; so that two bars, each 1-| inch thick, hold each one
of the 19 strands which form the cable. These double bars are
the longest of the chain. The ends of all bars are made round?
and nearly of double width, and holes drilled in them to receive the
connecting-pins. The chains are laid in two series, one over the
other, ten in the lower series and nine in the upper. The con-
necting-pins are turned shafts of wrought-iron, and are five feet
long, a whole series of bars being pinned together at the end of
their links. The higher or outer series rests at the joints on the
inner or lower series, and cast-iron plates are laid between the two
to give them an even bearing. These joints or knuckles rest on
granite, not limestone.

THE CHAIN BEGUN.

The anchor-plates being laid at the bottom of the anchorage, the
two rows of links or anchor-bars, 19 in all, are sunk through the
openings in the anchor-plates, put in exact line, and the five feet
long wrought-iron pins or bolts passed through each line. Then
they are braced in an upright position, and the mason-work is built

THE ANCHORAGES.

up around them over the whole anchorage. Next, the second set
of parallel links are set in place, their eyes brought again in line
with the eyes of the first set, and the next pair of heavy bolts
passed through, the cast-iron plate having been first introduced be-
tween the joint of the two series. These also are held upright, and
the mason-work again laid over the whole 129x119 feet. Then
come the next set, adjusted in the same way, except that they are
made to incline slightly forward toward the river, and again the
mason-work incloses them. The succeeding sets of 19 links each

AN ANCHORAGE.

incline further and further forward, until the ninth set lie hori-
zontal almost on the top of the anchorage ; and the tenth, the bi-
furcated set, extend their 38 fingers straight forward, ready to clasp
and hold, each pair of them, one of the 19 strands which make the
cable. Thus the 19 strands of each cable hold to the concealed
anchor-plate at each end through the masonry by 11 links; and the
number of links in the two anchorages is 1672, held in place by
192 of the forged 5 feet long bolts.

NEW YOKK AND BROOKLYN BRIDGE.

CABLE-MAKING.

COME, CABLE!

These foremost links of the chain from the anchor-bars fall short
of the front of the anchorage about 25 feet. Their open fingers
beckon the cable to meet them there. Between each pair of fingers
they hold a " shoe" of cast-iron, with a groove in its circumference
to fit the strand. By and by the cable will respond, and find a
permanent fastening in the sheltering masonry.

TOWERS AND ANCHORAGES.

Now, what have we got ? Two massive anchorages, facing each
other from opposite shores, and two towers rising between, high in
air. The first are ready to take and securely hold the cable ends,
and the latter equally ready to hold up the weight of the cables
and whatever they may carry, over the saddle-plates. For the
weight of the Bridge that is to be must not pull the towers inward,
but must merely rest on them while held by the solid fastenings
of its ends.

GETTING READY FOR CABLE-MAKING.

But where are the cables ? Where is any one of the four we
need ? They are to be made in the air. We have finished our
work under the tides, and now have an even more delicate task
before us, and one that must be performed at a dizzy height. But
first of all connection must be made between the anchorages over
the towers. Before cable-making can begin, 19 temporary galvan-
ized steel wire ropes have to be stretched across from anchorage to
anchorage.

CABLE-MAKING.

THE FIRST ROPE ACROSS.

The first of these ropes was taken across Aug. 14, 1876. On a
scow carrying a wooden axle in a frame, was coiled a three-quarter-
inch wire rope. From the foot of the Brooklyn tower one end of
the rope was hoisted over the top of the tower, and lowered down
its inner face. A manilla rope leading from an engine on the anchor-
age was made fast to the wire rope, and by this means its end was
drawn to the anchorage, and temporarily fastened there. Next,
the scow was towed over to New York, the wire uncoiling and
dropping to the river bottom. At the New York dock the re-
mainder of the rope was unreeled, the end hoisted to the top of the
tower, carried over, let down the other side, and fastened to the
drum of an engine used for hoisting stone. When the river was
clear, the engine was started, and the rope was lifted from the
water to about the height of the roadway. Then another rope was
taken over in the same way. The two ropes were stayed on the
New York tower, and the ends taken to the New York anchorage.
At each anchorage the ends were now spliced together around the
guiding and driving wheels. In this way an endless rope was
formed, capable of being worked back and forth, to draw and carry
loads, running on cast-iron sheaves oh the saddles at the tower tops.
Another endless traveller was made of two other ropes carried over
on the first.

MR. FARRINGTON FIRST OVER.

The first traveler-ropes were spliced and put in running order
August 25, 1876. Mr. E. F. Farrington, the master-mechanic,
was the first to cross the river. A boatswain's chair — a board slung
at the four corners by ropes uniting in a ring overhead — was at-
tached to the traveler at the Brooklyn anchorage, and Mr. Far-
rington took his place in it at 1 o'clock p.m. on that day, and was
drawn across to New York, his chair being lifted over the towers ;
the time from anchorage to anchorage, 22 minutes. Thousands

CABLE-MAKING.

of people witnessed the transit, and public attention was wonder-
ingly fixed on the exploit. But the story that the ovation he
received was a surprise to Mr. Farrington, needs modifying by the
fact that the crossing was known to "reporters" and announced
in advance, and the time and direction taken directed by President
Murphy.

OTHER ROPES.

Other ropes needed in construction were, a carrier, lj-inch
diameter ; 3 cradle ropes, each 2J-inch diameter ; 2 foot-bridge
cables, each 2J-inch diameter ; and several other smaller ropes, but
each in its place indispensable to the work. The carrier was taken
over in the same way as the first traveller, through the water, and
the remaining ropes were mostly drawn across on it. A " buggy,"
a small swing-stage 4 feet square, ran on the carrier as the boat-
swain's chair did on the traveler. An oak timber 10 feet long by
6x8 inches was held by stirrup-bolts on the carrier, close to the
water-face of the Brooklyn tower, and a large cast-iron grooved
sheave hung from this, into and through which the larger tempo-
rary cables were hoisted by leading manilla ropes worked by an
engine. While a hauling rope from New York pulled the end
across, the Brooklyn engine helped haul the rope up from the
coil. As the end came over, it was passed through hangers on the
carrier. At New York it was secured to an iron anchor in the
masonry. The Brooklyn end was meanwhile carried over the
tower to the anchorage, and there strained up till the hangers
were relieved of its weight, when they were taken off by men in
buggies. Over the towers the cables ran on oak wheels six inches
thick and three feet diameter. After the hangers were removed,
the cables were still further tightened till they reached the right
deflection over the middle of the river, then lifted out of the oak
wheels, and firmly fastened. The five large cables were laid across
in this manner. The others came on the traveler or on the foot-
bridge.

NEW YORK AND BROOKLYN BRIDGE.

THE FOOT-BRIDGE.

This foot-bridge was indispensable in the work of laying cables
such as support the Brooklyn Bridge. Its floor was laid on, not
under, its special cables, and was made of slats four feet long by
3x1^ inches, laid 2 inches apart, and clamped to the cables by half-
inch stirrup-bolts. On either side a f-inch wire rope became a
handrail. Thus an unbroken pathway 4 feet wide was laid from
anchorage to anchorage, passing over the tops of the towers, and
deflecting towards the middle of each of the three spans. The
situation was an airy one, and in a breezy neighborhood. The
draught came not only over the sides but through the floor, whose
cracks were more than half as wide as its boards. This " porous-
ness" gave the wind less hold, and reduced oscillation. Not only
was it of daily use to the men at work — Mr. Farrington crossed it
fourteen times in one day — but this opportunity for a unique
semi-celestial walk attracted multitudes, who asked and got the pri-
vilege of going over it from city to city during the many months
it hung in air. Seldom did the seeking eye in daylight fail to dis-
cern pleasure-passengers traversing its slats, looking in the aerial
distance like erect ants. Even there the eye could almost always
distinguish the fluttering robes of the gentler sex mingling with
the garments of the sterner.

THE CRADLES.

And this suggests the " cradles." These were wooden platforms
four feet wide and more than forty feet long, placed in pairs, end
to end, and fastened together, so as to make a continuous platform
four feet wide and more than eighty feet long, reaching across all
the cables, and with substantial oak railings around them. There
were five pair of these, one between each anchorage and its tower,
and the other three in the main span, placed substantially as quar-
ter, half and three-quarter poles. The foot-bridge passed through
one end of each of the five pair, and their flooring, like that of

CABLE- MAKING.

the foot-bridge, was thoroughly " ventilated." These cradles were
put together on the ground and hoisted to the tower top by der-
ricks, whence they were slid on the cradle cables to their respective
positions and fastened there. This, before the floor of the foot-
bridge was laid.

THEIR USES.

The primary use of these cradles was to furnish a place where
men might stand and control and regulate the wires as they were
run over to form the strands of the prospective cables. They also
carried iron sheaves to support the travelers, each of which was
supported at seven points, namely, five cradles and two towers in
its path either way across the river. So arranged, the transit from
anchorage to anchorage became much more steady than, if not as
thrilling as, that Mr. Farrington took amid such wide-spread excite-
ment.

THE GREAT CABLES.

And now comes the work to which all these travelers, and carriers,
and cradles, and buggies, and foot-bridge are subordinate and pre-
paratory : the formation of the cables. And what is a cable ? It
seems a simple name, and suggests the connection between a ship
and her anchor. But there are cables and cables. Those here to
be made, are unique, and uniquely made. Each of the four weighs
nearly 900 tons, and is made of 19 separate '''strands," each 3578^
feet long. But what is one of these 19 strands 1

THE STRANDS.

Each strand contains 278 wires, or rather, to make one strand, a
continuous wire runs back and forth from end to end of the strand,
the round trip being made 139 times. At each turn at the Brook-
lyn or the Xew York anchorage this wire goes round the groove
in a "shoe" of cast iron held in the open fingers of the bifurcated
anchor-bar, as before described. Thus passing back and forth 278

NEW FORK AM) BROOKLYN BRIDGE.

times the 3578^ feet, the wire is more than a million feet, a little
under 200 miles, in length.

THE SHOE.

This " shoe," around which the wire of a strand is made to pass
and repass so many times, and which at last holds the end of the
strand bolted between the open lingers of the last anchor-bar, is 21
inches long, IT wide, and 4 thick. There is a slotted opening
through its flat to receive the pin, which finally holds it. A cast-
ing called a "leg," 11 feet back from the ends of the anchor-bars,
holds this shoe while the strand is winding.

THE WIRE.

The wire used in the strands is of steel, galvanized, No. 7 size,
a little over an eighth of an inch through, and the machinery for
making it into cables was set up on the Brooklyn anchorage. 'Here
the wire was delivered. It received one coat of linseed oil and
two of boiled oil, mixed with a little powdered rosin and litharge,
each thoroughly dried before the next.

" DRUMMING UP."

But the coils of wire must be made into a continuous line, and
wound so as to be readily unwound when the strand comes to be
made. Wooden drums, 8 feet outside diameter, 16-inch face and
flanges to hold 6 inches depth, each with a capacity of about
40,000 feet of wire, were hung in upright wooden frames. There
were 32 of these, 8 for each cable. Spoke-handles were used to
wind the wire on from the coils, and brakes to regulate the speed
when run out. The reels were set behind the drums, and between
each drum and reel a man was placed to guide the wire as it passed
upon the drum, through a piece of oiled sheepskin held in his hand,
thus giving it another coating of linseed oil — the last it was to get
in its "individual capacity," that is, as a single wire.

CABLE-MAKING.

SPLICING.

When the end of the wire in a coil was reached, that and the
first end of the wire from another coil were spliced. A right-hand
thread was cut on one wire and a left-hand thread on the other,
and corresponding threads in a coupling or sleeve, which was then
screwed on till the ends overlapped each other. This made the

SPLICING — SLEEVE, WIRE-ENDS, WITH RIGHT AND EEFT THREADS, AND SPLICE

COMPLETED.

coils into a continuous wire, and prevented their unscrewing
and falling apart, when the unwinding gave them a rotary motion.
The joints thus made were galvanized in melted zinc. So the end
of the wire from one drum was firmly fastened to the beginning of
the wire from the next ; and any accidental parting of the wire in
any stage of the succeeding processes was prevented.

THE GUIDE WIRE.

The strands were made at an elevation much higher than the
place of the completed cable. The wind here was less liable to
disturb than below, and the greater strain on the wire was likely to
disclose any imperfection. For this purpose, the shoe around
which the wire was to pass was set back the eleven feet from the
bolt between the fingers of the anchor-bars, which was finally to
pass through it, as before described. The wires of each cable were
regulated by a separate wire called the guide-wire. The length of
this was first determined while hanging at the deflection the cable
would be left at. It was then drawn back an equal distance on

44 NEW YORK AND BROOKLYN BRIDGE.

each anchorage till it reached the height at which the strands were
to be made, and held there till the first few wires of a strand were
regulated by it, when it was laid aside till wanted to set another
strand by.

THE TKAVELING SHEAVE.

The wires were carried across the river on what was called a
" traveling sheave." A light wooden wheel, of 5 feet diameter,
with a galvanized sheet-iron rim shaped like a Y, turned easily on
a spindle attached to a bar of iron, whose upper end was crooked
like a " goose-neck." This crooked end was lashed to the traveler-
rope, and the lower end carried a cast-iron balance- weight. This
goose-neck enabled the traveling sheave to pass over the supporting
sheaves which kept up the traveler-rope at the towers and cradles,
without slackening speed. The end of a wire from a drum was
made fast to the " leg" on the anchorage, the bight put around in
the groove of the wheel, and the traveler was set in motion, thus
unwinding the wire from the drum. When the traveling sheave
carrying the bight of a wire reached the New York anchorage,
there were two wires added to a strand, one attached to the
" leg," and the other that between the traveling sheave and
the drum. The wire unwound two feet in length from the drum
for every foot traversed by the traveling sheave. As one traveling
sheave went across with its bight of wire, another sheave, lashed to
the opposite part of the traveler-rope, returned empty. And
when the 278 wires had all been stretched across, the wire was
cut, and its end spliced to its beginning, that first fastened to the
" leg."

"REGULATING" THE WIRE.

Men had perpetually and carefully to watch every part of the
winding. When the traveling sheave passed the first tower,
a regulators" there seized it with nippers and a tackle, and hauled
in until the regulator in the cradle between the tower and the an-
chorage signaled that it was in line with the guide- wire. So again

CABLE-MAKING.

the wire was regulated in the main span, and again on the New
York land span, the wire having first been placed around the shoe.
So back to Brooklyn in reverse order. Care was taken that the two
sides of a strand should be kept entirely separate throughout their
whole length.

WRAPPING THE STRAND.

This gigantic skein, not of thread but of wire, wound around
the shoes at the ends two thirds of a mile apart, as thread around
the outstretched human hands, has now to be wrapped to give it
unity and make of its 278 single wires one strand, weighing nearly
50 tons. The skein is wrapped, at intervals of 28 inches, with a
half-dozen turns of No. 14 galvanized iron wire, to keep its threads
in place till the final wrapping of the completed cable. This is
done by men in buggies. A most plentiful coating of linseed-oil
is also applied.

"LETTING OFF."

Then the strand has to be lowered to its final rest. The shoes,
which were put 11 feet back of their place, are turned from the
flat position in which they received the turns of the skein to the

SECTION OF CABLE BEFORE THE STRAND FORMATIONS WERE DESTROYED, AND
NUMBERED TO SHOW THE ORDER IN WHICH THEY WERE PUT IN PLACE IN
THE SADDLES.

perpendicular position in which they are to lie between the fingers
of the anchor-bars, and gradually let forward. The iron rollers
which support the strand above the saddles are removed, and the

NEW YORK AND BROOKLYN BRIDGE.

strand lowered to its normal place in the saddle. The strands have
been made a little long, and they are taken up to the exact length
by a cast-iron segment laid between their bight and the anchor-bar
pin. At the temporary height the strain on a strand is rated at 75
tons. One third of this strain is taken off by the lowering.

TEMPORARY CENTRAL CABLE.

When twelve strands are thus finished, seven of the central ones
are clamped together into a temporary nine-inch cable. The dia-
gram shows the order in which the different strands are laid in the
saddles, and how the seven could not be clamped together until the
twelve were finished. The first strand lashings are taken off, and
new wrappings, inches wide, are put on at ten inches intervals.
The object of this wrapping, as of the previous one, is to assist in
bringing the wires more compactly together in the completed
cables.

A STRAND BREAKS LOOSE.

A whole strand was lost by an accident June 14, 1878. A wire
rope in the machinery for letting off gave way, and the strand
sprang into the river, killing two men and injuring three. Its
cause was unknown, as those who might have explained, instantly
perished. If the strand had struck across a ferry-boat it would
have caused a terrible disaster. But happily the damage was con-
fined to the loss of the men alluded to and of the strand. The
strand was cut into lengths of 400 feet, and fished up from the
bottom of the river.

DESTROYING THE STRAND FORMATION.

When all the 19 strands of a cable had been formed, regulated,
and lowered, the work of clamping and final wrapping began.
Wooden clamps were put on the whole length of the cables, 100
feet apart, and wire wrappings between the clamps. The wrap-
ping began at the towers and was carried on each way from them

CABLE-MAKING.

at the same time. A wrapping buggy, 12 by 8 feet, like the smaller
ones in all but size, suspended from the cable, held and carried the
men and tools for wrapping. The earlier wrappings were cut off
for a few feet ahead. The linseed-oil put on when the strands were
wrapped helped keep the wires together, and there was no percep-
tible enlargement of the mass. Next, squeezers were bolted around
the cables. They were made in halves to closely fit the cable, and
compressed by long vertical bolts. Two men with long wrenches
on the squeezer bolts, another sometimes with a small tackle, and
much pounding with wooden mallets, completely broke up the old
strand formations, and compressed the 5282 now separated wires
into one complete round cable,

WRAPPING.

Next the wrapping-machines were put at work. Each consist-
ed of a cast-iron jacket one foot long in two halves bolted together
around the cable behind the squeezer, fitting closely on the wires
next the towers, but flaring a little toward the other end, that
the wires might be more easily gathered into it. On this jacket
revolved a reel, furnished with wooden handles, carrying the wrap-
ping wire, which as the reel turned was closely and hardly wound
around the cable, the whole machine being forced along the dis-
tance of the wire's thickness at every revolution of the reel. The
cable-wire received a coat of oil in front of the wrapper, and the
wrapper was painted with white lead and oil. When the wire from
a reel was gone, that from another was spliced on, and the joint
swaged and galvanized. Sometimes, where couplings in the cable-
wires were thick, the hands could not force the reel over the spot,
and had to be assisted by pulleys and weights. The wrapping of
20 feet a day was ^ood work for a machine, and two machines
needed ten men.

WRAPPING THE CABLE.

CABLE-MAKING.

CABLES FINISHED.

At last the four completed cables hang gracefully in their three
loops, passing from anchorage to anchorage over the towers, and
ready for the burden allotted them, and to serve as a pathway when
needed, for which purpose each cable has a wire-rope handrail on
either side. As the shining threads hang high in air, they seem
as natural and inevitable as if they had grown there in the usual
course, and give no hint of the slow and painful labor that has
marked every inch of height from nearly 80 feet under ground to
nearly 280 feet above it — a line up and down of more than 350
feet. The passenger over the river can hardly remember that
they were not always so, or imagine how the familiar watery high-
way would appear without them.

HANGING THE ROADWAY.

How shall the roadway be hung from the cables ? First, sus-
pender-bands are to be put on the cables : from them by means of
sockets are to depend wire ropes holding at their lower end other
sockets ; these sockets hold the floor-beams ; and the floor-beams
hold the planking.

SUSPENDER-BANDS AND SOCKETS.

The suspender-bands are of wrought iron, Ave inches wide and
five eighths of an inch thick. Thev huff the cables, and below ter-
minate in two lugs seven eighths of an inch thick. Men in the bug-
gies with little forges heat the backs of the bands till they can be
spread around the cable, keeping a thin plate of iron between the
heated part and the cable till it cools, that the galvanizing of the
cable may not be disturbed. An iron screwbolt If inch in diame-
ter, put through the lugs and tightened, holds the suspender-sock-
ets. These sockets are made like a fire-bucket with a large bail
and a thick bottom. Through this bottom is a hole to receive the

suspender-rope, only just large enough at the lower side to receive
4

NEW YORK AND BROOKLYN BRIDGE.

the rope, but flaring to nearly twice that size at the top. Through
this hole is put the end of the rope, its strands and wires are
opened and spread apart, round taper pins driven into the inter-
stices, the ends of the wire turned over the pins, and all filled and
covered with melted lead, which keeps out water and binds the
pins and wires in place.

SUSPENDER-ROPES, SOCKETS AND STIRRUP-RODS.

At the bottom of the suspender-ropes another socket is fastened
in the same way, made of cast iron, and with a hole each side of
the suspender-rope to receive the stirrup-rods, which hold the floor-
beams. These stirrup-rods terminate in long screws, by which the
floor- beams can be adjusted to the proper height, as the suspender-
wires cannot be cut and fastened with the needed exactitude.

FLOOR BEAMS.

The steel floor-beams are 85 feet long, made and hung in two
parts, and riveted together by plates over the center joints. They
are 32 inches deep and 9f inches wide. Each beam has two top
and two bottom chords formed of steel channel- bars, tied and braced
together in the form of a triangular lattice girder. They are hung 7
feet 6 inches from center to center, and between each pair of prin-
cipal beams a lighter I-beam is placed, so that the floor-planking is
held and fastened every 3 feet 9 inches from centers. Wooden
bridging between the beams resists the strain of the over-floor stays.

LAYING THE FLOOR.

The first part of the flooring to be put in place is that through
the towers — 59 feet in each. This of course is solidly fastened to
the masonry. Then, either edge being reached, the nearest sus-
pender-ropes with their stirrups are swung into the tower, and the
half section of floor-beam put in. swung out, fastened in place,
ready to hold planks from which the workmen may launch and fix

CABLE-MAKING.

the next beams ; and so on, each way from each tower. When the
other section of floor-beams are out, the two are bolted together.

CABLES BELOW THE ROADWAY.

But the cables enter the inner face of each anchorages below :he
top ; and for 260 feet from the anchorages the floor rests on the top
of the cables, being supported on wrought-iron posts resting on
cast-iron steps clamped to the cables. And in the main span, the
cradles reaching down and the roadway climbing up at the cen-
ter and for some distance each side, the cable falls below the road-
way and supports it in the same manner as near the anchorages.
So each way from the towers the cable and the roadway converge,
the suspender-ropes are shorter and shorter till " the dog gets ahead
of the wolf," and the posts begin and lengthen till the cable again
begins to rise.

THE SUSPENDER-STAYS.

But the cables are not the only supporters of the roadway.
Fastened to the ends of the iron beams running from face to face
through each tower, near its top, another set of suspender ropes or
stays diverge, the lirst reaching to a point in the roadway 15 feet
from the tower, the next 15 feet further, and so for 150 feet each
way from each tower. These ropes or braces would themselves
nearly or quite support the whole roadway, with no help from the
cables. They make, with the perpendicular suspender-ropes, an
unique appearance — the latter at equal distances and all parallel ;
the former like the frame of a fan, or the radii of a circle cut off un-
timely by the suspended roadway.

THE LONGITUDINAL TRUSSES.

From anchorage to anchorage of the great Bridge, stretch in un-
broken continuity six lines of steel trusses. Firmly bolted together
and to the masonry of the towers and anchorages, they become an-
other element of vast strength to the structure. It is estimated

NEW YORK AND BROOKLYN BRIDGE.

that for an hundred feet each way from the towers these trusses are
of themselves strong enough, without help from stays or from
cables, to carry all the weight that may come upon them.

PREVENTION OF LATERAL MOVEMENT.

Another ingenious device helps to give great solidity and stiff-
ness to the suspended structure. The two inside cables pass over
the central pier very near together, but are drawn out as they de-
scend, till where they pass through and under the flooring they are
at the extreme outer edges of the footway on both sides, and the
outer cables are correspondingly drawn inward. At three places,
each side of each tower, the outer cable and the inner one next it
on each side are drawn together, nearer and nearer as they are far-
ther from the towers. This is done by heavy wire ropes ; and be-
tween the two inner cables the same result is assured by a stiff iron
beam or bar, pushing in the same direction as the others pull.
The suspender-ropes do not descend plumb down, but are drawn
inward, each pair towards their own half of the Bridge. This holds
the Bridge with the greatest firmness against lateral pressure.

THE LATERAL BRACES.

From the eyes built in at each corner of the towers, just below
the roadway, run heavy floor-braces under the structure, diverging
more and more from the tower laterally as the suspender-stays do
longitudinally. They are fastened to the side of the roadway op-
posite that corner of the tower from which they start, and thus
present a firm resistance against any tendency of the structure to
swing sideways. Beyond the spots where these braces hold at one
end on the towers, the diagonal braces are still continued, holding
from opposite sides of the Bridge.

UNIVERSAL STANCHNESS.

So that the Bridge is held in its normal place from anchorage
to anchorage, by the cables, by the suspender-braces, and by the

CABLE-MAKING.

longitudinal trusses, acting up and down ; and braced across by the
inward pull of the suspender-ropes, and the lateral braces. And the
heavy bolting of the trusses in every direction adds another element
to the strength and stanchness which make the structure seem, not
•a bridge, but a street.

TH£ PATHWAYS OX THE BRIDGE

THE PATHWAYS ON THE BRIDGE.

THE FOOTWAY.

The longitudinal trusses divide the Bridge into five parts or sec-
tions, averaging about sixteen feet in width. In the center is the
promenade or footwalk, its pathway raised a dozen feet more or
less above the flooring of the Bridge, safely railed on either hand,
and by its height thus affording the pedestrian a view on both
sides which lie could not otherwise get. When it reaches either
tower, which is a solid pier between its two openings where the
promenade would pass in a straight line, it passes by stairs to a
railed platform still higher which extends all around the pier,
through the openings above the railway .and down again the other
side to its first level. As the promenade approaches either ter-
minus it descends to the level of the roadway proper, so that
pedestrians enter it directly from the street and on its level. The
promenade on the two approaches is built solid and covered with
concrete. On the suspension-bridge proper, that is, on the two land
spans and the main span, the floor is of plank, laid lengthwise.
The space underneath this promenade is occupied by telegraph-
wires.

THE RAILWAY.

Xext the promenade, on either side, is a section for the cars run
under the Bridge management, from end to end by an endless wire
rope. These cars will be commodious, run rapidly and frequently,
and be propelled by an engine erected near the Brooklyn terminus.
As the grade of the Bridge descends its 3 J feet to 100 toward
either terminus, the railway keeps an elevation that brings it out
on a level above that of the footway and of the driveway, passen-

NEW YORK AND BROOKLYN BRIDGE.

gers reaching and leaving it by means of stairs. But the railway
future of the Bridge is yet to be developed. Probably the boldest
of us would gasp if he could see the traffic which the year 1903
will witness upon it.

THE DRIVEWAY.

The two outside sections of the Bridge, one looking down toward
Governor's Island and the harbor, the other toward Williamsburgh
and Long Island Sound, are each 18 feet 6 inches wide, and de-

SECTION OF BRIDGE, SHOWING DRIVEWAY, RAILWAY TRACKS, AND FOOTWAY.

voted to vehicles. The inside of the trusses which form the boun-
daries of this drive are lined with heavy protective metal slips
crossed lattice-wise, which, while they make the transit safe, do
not obstruct the eye, and offer slight resistance to the wind, which
up here is comparatively unbroken. Of course, the driveways, as
well as the promenade between them, end and begin on the street-
level. On the approaches, the driveways are paved with Guidet
blocks, and on the suspension-bridge proper with planking laid
crosswise. A few Nicolson blocks of wood set on end are put in
as an experiment.

THE PATHWAYS ON THE BRIDGE.

EXPANSION JOINTS.

Heat and cold have not been ignored in the construction of the
Bridge, and the expansion and contraction thej irresistibly create
have been provided for. In the middle of each land span, two sets
across the bridge of the suspension-ropes are hung almost close to-
gether. The inner ends of the trusses they carry are arranged to
slide out and in with each other, the suspender-ropes carrying all
the weight. This allows the spans to expand under heat, and
"to recede under cold. The planking of the footway runs length-
wise, and its planks stop a few inches short of each other at these
joints ; and over them and a couple of inches up from them, a nar-
row plank is fastened across the gap, at right angles to the others.
Similar provision is made in the driveway. The openings in
this planking through which the suspender-ropes pass from the ca-
bles to the floor-beams, are cut into longer and longer ovals as they
approach either way the expansion-joints, to allow thus for
lengthening and shortening. The railway-track allows for expan-
sion and contraction in the usual way. The same arrangement is
repeated midway of the main span, which is here above, not below,
the cable.

ELECTRIC LIGHTS.

Along the boundary on either side between the driveway and
the railway-track, run rows of United States electric lights, at equal
distances, alternately on one side and the other, high enough to
light the promenade in the center of the Bridge, as well as its two
sides. Over each light is a reflector throwing its rays downward,
and protecting it from the weather. From terminus to terminus
there are 52 of these. Provision is also made for the escape of sur-
plus water on the approaches.

NEW YORK AND BROOKLYN BRIDGE.

NEW YORK AND BROOKLYN, AND THEIR
ENVIRONS.

GROWTH^ NEW YORK.

New York, the chief commercial city of the United States, con-
rains, and has for many years contained, the largest population of
all. Its growth since 1790, when the first Federal census was taken,
has been as follows : *

Year.

Population.

Rate of in-
crease, p. c.

Year.

Population.

Rate of in-
crease p. c.

1790

33,131

1840

312,710

1800

60,489

1850

515,547

1810

96,373

1860

813,669

1820

123,706

1870

942,292

1830

197,112

1880

1,206,299

Over 150,000 of the increase from 1870 to 1880 was due to the
annexation of the southern part of Westchester County, incorpor-
ated in New York City after the Census of 1870 was taken. The
increase from 1850 to 1880 was 690,752, or 134 per cent. This rate
would make the population in 1910, 2,822,740.

GROWTH OF BROOKLYN.

Brooklyn (originally named Breuckelen, Brook-, or Marsh-landy
after the ancient village of the same name in Holland, some eigh-
teen miles from Amsterdam) now ranks as the third city in the
United States. Its growth since 1790 has been as follows :

Year.

Population.

Rate of in-
crease, p.c.

Year.

Population.

Rate of in-
crease, p. c.

1790

Unknown.

1840

36,233

137

1800

3,298

1850

96,850

167

1810

4,402

1860

266,661

175

1820

7,545

1870

396,099

1830

15,292

101

1880

566,663

NEW YORK AND BROOKLYN, AND THEIR ENVIRONS. 59

Part of the increase in the decade preceding 1860 was due to
the incorporation into Brooklyn of the present " Eastern District,"
which before was Williamsburgh, etc. The increase of the city
from 1850 to 1880 was 469,813, or 4S5 per cent. This rate of in-
crease would make the population in 1910, 3,314,978. Long before
that time the two cities will be united, and, following the ratio of
the last thirty years, with a poj^ation of 6,137,718 souls (if, as
Charles Lamb said, you count a soul for every body).

~ i • •

THE TONGUE ON WHICH NEW YORK STANDS.

Manhattan Island, on which New York City proper is built, is a
long and narrow tongue of land surrounded on three sides by the
Hudson River and the Atlantic Ocean, and on the north by
Harlem River and Spuyten Duyvil Creek. This tongue contains
about 22 square miles, or 14,000 acres, and is 13J miles long with
an average width of less than two miles. The up-and-down horse-
car lines and the different elevated railroads carry an enormous
number of passengers daily. On the Third Avenue Elevated road,
trains of four cars, all heavily loaded, follow each other too closely
for safety during the hours of greatest travel, and even then would-
be passengers have to wait train after train to get on. The elevated
roads seem to have provided merely for the normal growth of
travel, leaving the old surface roads still overflowing with business.

MANY NEW YORKERS MUST LIVE OUTSIDE THE CITY.

Of course, as New York grows in numbers, a constantly increas-
ing population of those who do business there must " live" away
from its present limits. The roads running north into Westchester
County accommodate multitudes, many of whom find homes even
farther north than Westchester, and northeast clear into Connecti-
cut. These cross tide-water on drawbridges over the Harlem
River and Spuyten Duyvil Creek, from seven to fourteen miles
north of the City Hall. Other multitudes live in places accessible

NEW YORK AND BROOKLYN BRIDGE.

by steamboats, which run in various directions, enabling many to
live at a distance of 30 and more miles from the City Hall in New
York.

NEW JERSEY.

But the great mass of those who do business in and reside away
from New York go and come by the various ferries. The Hud-
son, on the west side of Manhattan Island, separating it from the
Jersey shore, is a magnificent river, here about a mile and a half
wide. Across it many ferries ply, carrying passengers who live
within walking or horse-car distance of home, and other passengers
to whom the ferry is only one end of a railroad journey. From
different points on the Jersey shore these railroads radiate like fan-
sticks, from the roads leading through Long Branch and Ocean
Grove, due south from New York, away around to the New Y^ork,
West Shore and Buffalo, running a little east of north, and hugging
the Jersey shore under the Palisades. Passengers on several of
these railroads go west from the river through tunnels, cut for
more than a mile under the hill. Each working day there go and
come from the Jersey ferries almost 900 separate trains, on nearly
40 separate lines of road. To and from Newark there run 300
trains daily, on five different roads. But the long ferry journey
must be taken twice a day by each passenger between New York
and the station where the locomotive takes or leaves him. To
abridge this delay and simplify the journey a tunnel is now being
built under the Hudson — an enterprise ranking in importance and
in difficulty with the New York and Brooklyn Bridge.

STATEN ISLAND.

Southwest from New York lies Staten Island, its nearest or
northwest corner about six miles from the city, the route being over
New York Bay. One line of ferry-boats connect New York with
the " North Shore," and another with the " South," really the west
ho re. Their boats land a very few miles one way or the other

NEW YORK AND BROOKLYN, AND THEIR ENVIRONS. 61

from the northwest point of the island, leaving residents a horse or
steam ride to get to or from home. The island is about 13 miles
long, and contains 58-J square miles, or more than twice and a half
the area of Manhattan Island. The census of 1870 gave it a popu-
lation of 33,029 ; that of 1880, of 38,991. Manifestly, under pres-
ent conditions, the overflow of New York is not going to seek
Staten Island.

LONG ISLAND AHOY !

To the eastward of New York City stretches out 100 miles, to
a point opposite Stonington, Conn., Long Island, with an extreme
length of 115 miles, an extreme breadth of 23 miles, and an area of
1682 square miles. Its western end extends for 8 or 9 miles op-
posite New York and as many more south of it. Against its south-
ern and eastern line rolls the Atlantic Ocean, against its northern
Long Island Sound, and its western end is watered by New York
Bay and the narrow strait which connects the Bay and the Sound,
here misnamed the East River, a strait for considerable distances
only a little more than half a mile wide. Opposite the most
densely populated part of New York lies Brooklyn. As over the
Hudson River, so over the East River multitudes of ferries ply.
With the exception of a few short roads running to different Coney
Island beaches and to Rockaway, the railroad service on the island
belongs to one company — the Long Island. The growth of Brooklyn
shown in the preceding table indicates what multitudes have found
their homes near the water within its limits. Which way the tide
of new residences most strongly sets, to Long Island or to New
Jersey, the census partially tells. New Jersey, in the path of all
southern and a great deal of western travel, crossed in every direc-
tion by multitudinous lines of railroad on its 8320 square miles of
territory, increased from 906,096 in 1870 to 1,131,116 in 1880— a
gain of only 225,020, or about 25 p. c. Long Island, with less
than 400 miles of railroad on its 1680 square miles, all belonging,
with the exception of the Coney Island roads, to one lone com-

62 NEW TORE AND BROOKLYN BRIDGE.

puny, is not on any " through" route, and her travel is altogether
her own. Yet she increased from 544,190 in 1870 to 743,957
in 1SS0 — a gain of 199,767, or more than 36 p. c.; the gain of
Kings County, which lies opposite Xew York, being nearly 43
p. c. in the ten years.

THE TRAVEL OVER THE OLD BROOKLYN FERRIES.

The ferries which connect New York and old Brooklyn, or the
territory bearing that name before the incorporation with it of the
Eastern District, all belong to one management — that of the Union
Ferry Company. These ferries are five in number, and trans-
ported during the 12 years ending April 30, 1883, 532,198,514
passengers, an average for the 12 years of 44,349,876 — well to-
wards a million per week. The increase has been, years ending
April 30 :

1871. 1883. Increase; Rate.

Catherine Ferry 5,180,421 I 6,980,272 [ 1,799,851 35 p. c.

Fulton " 20,573,797 22,127,953 1,554,156 7 p. c.

Hamilton " 6,003,901 9,886,769 3,882,868 64 p. c.

South " I 4,587,839 7,123,368 2,535,529 55 p. c.

Wall St. " 4,982,635 5,246,524 263,889 5 p. c.

41,328,593 51,364,886 10,036,293 23 p. c.

FERRIAGE DIFFICULTIES.

It goes without saying, that the transportation of the vast mass
of humanity and freight over the various ferries across the East
River, like true love, does not always run smooth. The morning
travel to Xew York is Spread over much more time than the return
tide. In the neighborhood of 6 p.m. the pressure is enormous. If
the elements and the passengers were always on their good be-
havior, the problem would not be nearly as hard as it actually is.
The narrowness of the strait through which Atlantic tides must ebb
and flow twice a day makes their current strong and variable.

NEW YORK AND BROOKLYN, AND THEIR ENVIRON 63

Only a little while four times a day is the tide willing a boat should
take a straight course anywhere across its current. At other times the
boats are swept up or down as that current flows or ebbs, and only
skilful pilotage can bring them in. The wind, too, conspires with the
tide to upset calculations. Nor is the <; river" itself a clear
course for the ferry-boats. It is full of craft, propelled by oar, by
sail, by steam, or towed. Here comes a great ship going to dry-
dock, a small steamer each side, and another ahead. Here is a
large tug with three schooners made fast each side, slowly working
towards Hell-gate ; and here are fishing-smacks under sail beating
down to market, and needing the whole stream to themselves.
Here comes the " Maryland," the boat by which Gen. Butler cir-
cumvented and conquered Baltimore in 1861, now carrying three
rows of loaded cars on the through Washington line that evades
New York. The whistle of the "Bristol" or the "Providence" booms
out once or twice to tell you whether she is going to right or to
left, and to give you fair warning to clear the track. On comes
the monster, paying as much attention to you as a loaded six-horse
stage in the White Mountains coming down along hill in the woods
pays to the one-horse buggy or buck-board, from which he and she
descry the towering mass approach. Then comes a large tow be-
hind an insufficient steamer with 150 feet of line. Here are three
boats filled with refuse, 100 feet apart, slowly dragged down the
Bay, to worse than waste fertilizing matter that ought to issue in
greater produce from gardens, orchards, and granaries. Here go a
couple of excursion barges packed with a Sunday-school or other
pic-nic, towed by one steamer and each trailing a row-boat carrying
a man. Here comes a little steam yacht, and there a great one
under sail. And here comes a huge spar, slowly towed by a man
or men in a row-boat. Last week a vessel was stove and sunk
there in the channel. At low-water you can see the top of her
mast. At all times of tide keep away from her. That dredging
scow is anchored, and will not swing against you unless the tide is
turning. But keep away.

NEW YORK AND BROOKLYN BRIDGE.

THE FOG.

But more annoying and more dangerous still are the fog and
the ice. A dense fog shuts off the view of the opposite end of the
boat perhaps, and the other side of the river is as invisible in broad
daylight as the good time coining was to the Lancashire weaver.
All steering must be by the sound of bells ; and each ferry dares
have only a single boat out at once. No teams allowed, and their
places, as well as the cabins, are occupied with a mass of humanity
packed so dense that its units can hardly move. The other boat
having come into the other slip, your pilot creeps out, steering by
the regular beats of the particular bell he knows is for him. As
at last he slowly enters the slip, the other boat goes out, and so on.

THE ICE.

Then, again, in the winter great fields of ice form in the inlets
and bays, are lifted out by the tide, and go floating up and down
the stream, moving with the ebb and flow. Occasionally the cold
fixes them, and an ice block ensues. Ferry-boats having to go back
and forth without turning cannot use screws, but must move by
paddles, around which the ice gathers, and which pound the ice-
blocks as they revolve. At intervals of years the strait has been
entirely frozen over, so that during a part of one tide people could
cross. These delays and exposures, so vexatious and dangerous to
man and beast, deter many a family which would otherwise gladly
live in Brooklyn. Crowded boats have been on the water more
hours between New York and Brooklyn than an express train takes
between New York and Boston. It speaks wonderfully for the
management of the Brooklyn ferries that no great accident has
ever happened to these crowded boats ; but the danger is always
imminent and the discomfort ever present when fog or ice are to
be encountered. Pleasant as the passage of the river generally is,
there are most undeniable drawbacks from which ferry-boat transit
cannot be liberated.

NEW YORK AND BROOKLYN, AND THEIR ENVIRONS. 65

THE RELEASE.

But now, over the water stands the solid Bridge, offering an
uninterrupted pathway for man and beast, which no fog or ice, no
bewildering currents, no snarl of boats, no river or ocean leviathan,
can interfere with. While the eye scans the crowded water-way
beneath, the elements, before so disturbing, take their places as part
of the great moving panorama spread only for our delight. As the
guest, safely housed in the warm and lighted parlor, sees and en-
joys through its windows the driving storm from which he has just
emerged, so the passenger over the Bridge views the commotion,
a part of which he was, but no longer is. Is that the " Pilgrim"
steaming along in a direct line with the spot where you stand \
Let her come ; and from your serene height look down upon her
deck — even into her smoke-stacks, if you like — as she passes harm-
less beneath.

THE NEW THOROUGHFARE.

To look up at the Bridge from below, the first impression is
that its 135 feet above high-water is a dizzy elevation to climb.
The descent on either side to the level of the ferry, and the climb
again on the other side, are somehow ignored. But the pedestrian,
as he goes from "Washington and Sands Street to Fulton Ferry, has
to walk down a descent which would be more than 38 feet in a
straight line, and on the other to climb an ascent to City Hall Park
of more than 60 feet. The excess of ascent and descent in cross-
ing the Bridge, over the descent and ascent in crossing the ferry,
calculating by a right line from terminus to terminus, is more than
counterbalanced by the regular grade of the Bridge, which evenly
spreads over the whole length the irregularities of the ferry route.
One hardly notices whether he is on the up or the down grade of
3 feet 4 inches in 100. The strain on horse-flesh in the transit over
the Bridge is trifling compared with the ferry, even leaving out of
account the evener paving of the former.

NEW YORK AND BROOKLYN BRIDGE.

SEEMS LIKE A STREET.

Airy and graceful as the structure seems from below, majesty
and strength, crowned by beauty, fill with awe on a closer acquaint-
ance. Can this be a bridge ; and can the Atlantic be throbbing
underneath % Why, the tread seems as firm as on Broadway ; the
feet of men and horses in throngs, and the roll of the railway cars,
make the same hum and roar you are accustomed to on land, and
the tremble is only that you feel when a heavy truck passes your
door. The Bridge is actually wider than Broadway.

THE VIEW FROM IT.

But much as there is in the structure to call and hold attention,
the eye is constantly tempted away by the scene to which it admits
you. All around the horizon New York and Brooklyn lie spread,
separated by the water-ways. The mind is busy reproducing the
scene that would have met the eye of Hendrik Hudson if he could
have been suspended in mid-air at the spot where you now stand.
The East and Hudson Rivers showed in glimpses amidst the mighty
unbroken forests that reached everywhere to the water's edge. No
sound or sight of human occupation could have met his senses.
Fish, flesh, and fowl only inhabited these square miles of territory
over which the eye to-day roves, fatigued with the endless variety
beneath it. On every hand, houses, factories, hotels, churches, lift
their roofs and spires, and the hum of the busiest human life is in
the air. The waters which Hendrik found unvexed by aught be-
yond an Indian's paddle, echoing only to the notes of water-birds,
are now traversed by innumerable craft, and the air filled by the
noise of uncounted steamers. The eye and the imagination find
here materials for boundless observation and endless reflection.

NEW YORK AND BROOKLYN, AND THEIR ENVIRONS. 67

THE HUMAN BRAIN.

But whether the eye sweeps the prospect, or is occupied with
the great Bridge itself, how the attention is attracted to the achieve-
ments of the human brain ! Ignoring for the moment all around,
consider that this mass of masonry and metal is the product of that
matter, of which each one of us carries more or less behind his
eyes ; that it was called into existence, and set its task by mere
vibrations in that porous mass easily lost in the inside of a tall hat ;
that everything here was first a thought, and a thought only.
Where has this Bridge been actually built? In the brains of the two
Roeblings, father and son. The younger helped the elder from
the start, and, after his untimely death, planned and finished the
work. Think of the partially paralyzed body, which in pain and
weariness, working by snatches, for long years unable to visit the
object of its labors, has held the undimmed mind. " Ah !" said
the auntie who first saw a train of cars, " God's works are great,
but man's are greater." Surely, the same life beats in both, and
there seems no limit of achievement which the human brain,
renewed and vivified at each throb with the exhaustless life of the
universe, need fear. It sees the statue in the marble, and cuts
away from it the superfluous stone. From bristles and canvas and
pigments it creates "The Last Judgment;" and a brain more
than eighty years at constant work calls into being " St. Peter's at
Rome,"and there St. Peter's stands. Printing presses, locomotives,
Jacquard looms, steamships and telegraphs, all emerge from its
gray cells. And under the incitement of Mr. Kingsley, the
brains of the Roeblings took up this mighty task, and here to-
day stands the completed Bridge.

"BAD FOR THE COO."

Now and then a ship or man-of-war has spars so tall that they
cannot pass under the Bridge, at its height of 135 feet. In such
cases part of the rigging must be taken down if the vessel is to

NEW YORK AND BROOKLYN BRIDGE.

pass. Many a time it seemed from below as if a mast must strike
the growing Bridge, but it seldom did, and a timid mind some-
times fears the damage a mast reaching too high up may do the
Bridge. Among the objections made to the earliest locomotive
was one arising from the fear of the damage a straying cow might
work. What would happen if a cow should run into the " moving
machine" ? " Ah !" said George Stephenson, " it would be bad for
the coo."

THE QUESTION OF TOLLS.

There has been a great deal of discussion as to whether the
Bridge should be free, or whether tolls should be exacted from
those using it. It has been urged, on the one hand, that as the
Bridge has been built by the cities, its cost paid by mortgaging
their property, and as a great public necessity, it is absurd to
charge a toll to the residents of the two cities for the use of their
own. And it has been further urged that the freer and more ser-
viceable the Bridge can be made, the larger will be the multitude
of those who will make Brooklyn their home, and the faster will
property increase in taxable value. And to the increase in the
value of property the City of Brooklyn should look to reimburse
itself for the cost. On the other hand, it is said that it is unfair
to throw upon the whole community the cost of a convenience
used only by a part ; that the plan all along has been to charge toll,
and that the trustees, under the law as it is, have no option, but
must collect tolls. An act was before the last Legislature, just
before its adjournment, to repeal what was by some regarded as
mandatory before ; but the act did not become a law. In these
circumstances the trustees consulted their own counsel, and the
corporation counsels respectively of the two cities ; and these all
agreed that, under the law as it stands, tolls must be charged. At
their meeting May 14, the trustees adopted the following schedule

of tolls :

Foot-passengers 1 cent.

Car fare. 5 cents.

One horse, or horse and man 5 cents.

One horse and vehicle 10 cents.

Two horses and vehicle, loaded or unloaded 20 cents.

Each horse beyond two attached to any vehicle 5 cents.

Neat cattle, each 5 cents.

Sheep and hogs, each * 2 cents.

NEW YORK AND BROOKLYN BRIDGE.

These were adopted provisionally and temporarily, with the dis-
tinct understanding that they are to be reconsidered as soon as a
sufficient body of experience shall have grown together to give
data for more careful calculation. And there is a very general
expectation that the next Legislature will destroy all legal barriers
to making the Bridge free.

FOOT-PASSENGERS.

The Bridge, complete as it stands in itself, cannot enter on any
enlarged sphere of usefulness, until connections are made with it
at either end, and it thus becomes the integral part it should be, of
the system of travel. To-day, the foot-passenger is landed in Brook-
lyn at the intersection of two streets, in each of which runs a horse
railroad, having its starting-point at Fulton Ferry. To be sure, the
City Eailroad Company is busy preparing for a depot at the Bridge
terminus, where passengers may take any one of their lines. But
other cars of all these lines will start from the ferry. Supposing
an equal number of passengers who walk to their homes to be
accommodated either way. The passenger who is going to ride
home is equally accommodated at the ferry and the bridge. Dur-
ing commission hours the fare on the ferry for a ride over on the
boat is one cent, the same as for the walk over the Bridge. And
for the remainder of the day the ferriage, when tickets are bought,
is 17 crossings for 25 cents. Clearly, there is small inducement
here for persons who do not start from the neighborhood of the
City Hall, to forsake the ferry. If the travel on the ferry-boats
is thinned out, so as to leave less crowded accommodation for
crossers during the busy hours, that is as much as can be expected.

THE FOOTWAY WILL NOT BE LONESOME.

But thousands on thousands will cross the Bridge because it is
the Bridge, and for the sake of the magnificent view it affords.
Other thousands of visitors will cross and recross, not to get any-

THE QUESTION OF TOLLS.

where, but for the sake of the journey. And as the time to be
spent in the transit is not limited, the pleasures it affords will be
drawn out, and the average pedestrian will spend threefold, four-
fold more time in walking across than he did in riding. There will
be a great stream of travel at one cent, and the floor of the Bridge
will not be lonesome. And in fog or ice — if the toll system lasts
till ice-time comes again — the ferry-boats will run nearly or quite
empty.

THE RAILWAY SERVICE.

So as to the railway service. At either end, the cars are up-
stairs, and do not now connect with anything. In Kew York, the
City Hall station of the Third Avenue Railroad is close by, and
the change made by merely going down one flight of stairs and up
another. In Brooklyn, not even that. This will not prevent an
immense travel back and forth on the cars. The little Manhattan
Beach Marine Railway, Coney Island, carried last season 879,327
passengers, with net earnings of more than §16,500. And the
season there is about four months. Is it too much to expect that
the average travel over the Bridge Railway will be much greater
than over the Marine, and that it will last uninterruptedly the
year round ?

TOLLS ON THE DRIVEWAY.

The tolls for teams and vehicles over the Bridge adopted by the
trustees do not differ materially from those already charged at the
ferry. The drivers of freight wagons and trucks will go across the
river in one way or the other, according to circumstances. Coming
in from Broadway, above City Hall, the passage over the Bridge
with its gentle ascent and descent, will be much easier than the
more abrupt descent and ascent over the ferry route. Teams from
the Post-office and below will probably keep to the ferry — al-
ways excepting fogs and ice, when often the ferries refuse all
teams for hours. But all the carriages and pleasure travel will
take the Bridge, and will be greatly reinforced by those who go to

72 NEW YORK AND BROOKLYN BRIDGE.

see the Bridge itself. And then one has a point of view from the
driveway different from that he has on the footway. In the latter
he is high over the Bridge in its centre, but on either side he is
more than 30 feet away from its outside railing. On the railway
he is nearer one side, but cannot linger at all to take it in. In the
driveway he may go close to the lattice that guards interstices of
the longitudinal truss, and get a much clearer view on one side
only, and can better examine and appreciate the complicated and
elaborate truss system, which is mostly hidden under foot from the
pedestrian.

THE UNION FERRY COMPANY.

It is not to be expected that the Union Ferry Company, which
carries its nearly a million passengers a week, will fold its arms,
and allow any paying business it can retain to slip from its grasp.
There may be yet hidden capabilities in ferry transportation. A
Yankee occasionally asks why a Fulton ferry-boat may not be a
two-decker like the Long Island Railroad boats, and take and land
passengers from two levels. And the rates of toll for man and
beast may be as plastic on the ferry as on the Bridge. There may
be no descendant of the Medes and Persians dominant in either
direction. And in this rivalry between the two methods, " the
forgotten man," as Prof. Sumner calls him, — the man who pays
his own way and attends to his own business, — may find his account.
Pumor has it that the Union Ferry Company has sometimes hard
work to dispose of its earnings, so as not to pay over anything to
the city. If this be not false rumor, there may be here an oppor-
tunity to serve the public with a better and more economical trans-
fer from shore to shore than it has ever had. The " forgotten
man" is quite willing to see it tried, even if the ferry stock should
drop a few points in the " market," where, however, it seldom or
never comes. And whatever the rivalry, if any there should be,
between the two routes, the public cannot but be the gainer.

THE PROSPECT FOR BROOKLYN.

A few years ago Brooklyn was regarded only as " a dormitory of
New York." But lately the state of things thus described has been
rapidly changing. Manufactories have sprung up on every hand,
and the steam whistle, the hum of machinery, long lines of opera-
tives, male and female, and trucks and cars loaded with her prod-
uce, are met with on every side. The most prominent building
in Brooklyn, seen from the bridge, is a factory — the printing-
office of A. S. Barnes & Co.- — a six-story building filled by a busi-
ness that three years ago they carried on in New York. And per-
petually the resident, passing through some street the first time for
two or three years, is surprised at the new factories he then sees
for the first time.

RAPID TRANSIT IN BROOKLYN.

The present condition of travel is temporary and tentative only.
Rapid transit in Brooklyn is a thing of the immediate future. It
has a surface line running from Atlantic and Flatbush Avenue to
East New York. To get to it from anywhere down-town one
must walk or take the horse-cars. From anywhere in old Brook-
lyn, the traveller must go to the Long Island Railroad depot to
take steam. Spasmodic efforts have been made, dog in-the-man-
ger enterprises undertaken ; but the outcome so far is, street after
street defaced and obstructed by useless unfinished frames and
foundations, and no cars running. This state of things cannot
last, and in one way or another connection is sure and certain to
be made between the ferry and the Bridge, and the Long Island
Railroad depot ; and probably not much later to other and more
distant points in the city.

THE PROSPECT FOR BROOKLYN.

THE FLATBUSH AVENUE EXTENSION.

A straight line from the Brooklyn terminus of the Bridge to the
Flatbush Avenue depot runs diagonally through blocks the whole
distance, as the map will illustrate. The bill introduced into the
last Legislature by Mayor Low provided for the opening of a wide
avenue on that line, without expense to the city, and buying the
equities of the property-holders. That bill failed. The proba-
bility is that either by public or by private enterprise the connec-
tion will be made. If nothing more, the Long Island Railroad
Company will extend its system of travel to the Bridge. For
that alone there will not be wanted more than half the width a pub-
lic street would require. There will be undoubtedly enterprise
and public spirit enough to cut through the needed avenue wide
and ample, with room for traffic, pedestrians, wheels and cars. Be-
yond the Long Island depot, Flatbush Avenue already extends in
a straight line to the entrance of Prospect Park, and beyond that
to Flatbush j Flatlands, and the sea.

NEW YORK AND BROOKLYN BRIDGE.

FUTURE OF LONG ISLAND.

Who can forecast the future of Long Island, of " fish-shaped Pau-
manok," as a great poet so fitly names it? How it stretches off,
one hundred miles long of it, to the Eastward, almost every inch of
its mainland easily fit for human habitations : and its sandy beaches
none too many for the use of the population it is destined to hold.
Across its acres blow salt-water breezes from North, East and
South ; and even the West has ample water border. And its gene-
rally level conformation offers an easy transportation to the increas-
ing multitudes who must do business in the western end of the
consolidated city — the present New York. If a country-bred,
mountain-loving spirit yearns for a home in an undulating country,
where he may see hills and vales, a few miles' ride on the Sound
side of the island gives it. Spite of the obstacles of ferry crossing
and a long horse-car ride to reach steam, or a half hour water ride
to meet steam at the docks, the island, and especially the western
end, has grown, and is even now growing, as we have already
shown, greatly in advance of any other land abutting on New York
waters. Not only has the permanent population of the island so
greatly increased, but the late development of its beaches has been
even more marvelous. Manhattan, Brighton and Long Beach
hotels shelter in the summer human souls enough themselves to
people a great city. And the improved means of transit to them
afforded by the Bridge when the iron horse shall run to and from
its termini, will soon dwarf the proportions of even the large
present travel. Even now, hundreds of miles away, the summer
traveler sees announcements of excursions made up for Manhattan
and other beaches ; and the tide has hardly fairly begun to set.
The new New York, extending from the Hudson River far along

THE FUTURE OF LONG ISLAND.

the island, shall draw all the year around, from outside its own
borders, a travel, whose proportions can only be guessed.

THE LONG ISLAND RAILROAD.

For, although there is but one management of the railroads
which run along the fish's backbone, with their many spurs, that man-
agement is a far-sighted, enterprising and wealthy one. The ancient
niggardly management which drove the old company into bank-
ruptcy, and its lines into the hands of a receiver in 1877, is a thing
of the past. The leading spirit of the present company became
then the receiver of the defunct one, and so managed the property
that in 1881 the receiver was discharged and the present manage-
ment came into possession. Now the rails of the road are entirely
of steel, and its engines and passenger cars the present summer are
unsurpassed. From two and a quarter million passengers carried
in 1872, the number rose to nearly nine millions in 1882. The
same enterprising management has projected a line of steamers
from the nearest land in Wales, Milford Haven, to Fort Pond
Bay, just around the end of the northern fork of the island.
At Fort Pond Bay, incoming ocean passengers will take the cars of
this road, and in two hours thereafter be rolling over the Great
Bridge, if their destination is that way. The steady aim of this
Company is to improve the track and the stock, to encourage resi-
dence and travel in all ways, and to pursue a policy that shall build
up the island : the prosperity of the island helping the road,
and similarly the prosperity of the road helping the island. Trans-
portation, safe, swift and pleasant, is afforded to those who travel
much, as low as half a cent a mile.

THE BRIDGE IN THE RAILROAD CIRCUIT.

When the Bridge shall be taken into the railroad circuit, and
passengers transported over it to distant points without change of
cars, the great benefits involved in it will begin really to accrue,

NEW YORK AND BROOKLYN BRIDGE.

and united New York will take a fresh start. Men can do busi-
ness on Manhattan Island, enter the cars at City Hall, and in a
half -hour be landed near a home in the country or the village. Bos-
ton has long had the reputation of being the city offering unrivaled
facilities for getting away from itself, and New York has stayed at
the foot of the class. The Bridge puts her at a step, or will put
her when the present plans are set in operation, at or near the
head. She will become more and more, " beautiful for situation,
the joy of the whole earth."

HONOR TO WHOM HONOR IS DUE.

But for all the conveniences and facilities the Bridge affords
and is to afford, in the midst of wonder and delight, the music of
bands, the noise of cannon, the orator's periods, the blaze of gas
and electric lights, and the explosion of fireworks, let us not forget
the man to whose " audacious genius" the result is due. Human
brains were plenty, there was experience in bridge-building on a
smaller scale, there was the need of the structure, and means were
on every hand. So in the block of marble the statue is concealed.
But William C. Kingsley saw what was not taken in by other
eyes, and as the old hymn has it, " he wan to the fruition, Of that
which he had seen in vision." With his keen eye on the result
that to-day is astonishing the country, through evil report and
through good, his long fingers have beckoned the men and have
conjured the means, and perpetually pushing here and combining
there, always driving in the refractory elements and subordinating
them to the great end, the twenty year long labor stands achieved.
Over Christopher Wren's grave in St. Paul's, London, is inscribed,
Si monumentum quceris, circumspice : If you seek his epitaph,
look about you. The man who rejoices in the welfare of his
race, and who knows that its progress comes mainly from those
who have rendered material services, have created the art of print-
ing, called into being the steam-engine, the telegraph, the sewing
and the mowing machine, and lifted the daily life of all to a higher
level ; that their services overtop and dwarf theirs who give them-
selves to art and to so-called " morals," great as their contribu-
tions may be ; such a man will regard the Brooklyn Bridge as a
monument of which its author may be prouder than if he had
written Beethoven's Fifth Symphony, painted the Last Judgment,

NEW YORK AND BROOKLYN BRIDGE.

lived a Confucius or a Mahomet, or built St. Paul's or St. Peter's.
Mr. Kingsley happily does not need a monument : but his work
stands proudly up and speaks for him ; and will long after he shall
have passed away.

Of the two leading coadjutors with Mr. Kingsley in this great
work, James S. T. Stranahan, still hale and hearty, presides at
the opening. The face of the other will be greatly missed ; and
multitudes will regret that Henry C. Murphy did not live to see
the consummation of the work which had employed his busy brain
and active hand so many years.

MEN PROMINENT IN THE BRIDGE ENTERPRISE. 81

SKETCHES OF MEN PROMINENT IN THE
BRIDGE ENTERPRISE.

JOHN A. ROEBLTNG.
FROM PORTRAIT IN HARPERS MAGAZINE.

JOHN A. BOEBLING.

John A. Hobbling, the great engineer by whose genius the
Bridge was designed, was born June 12th. 1806, in the city of
Muhlhausen, Prussia. His early education was obtained in his
native city, but he received his professional training at the Royal
Polytechnic School at Berlin. At that institution he won high
distinction in his studies, and received the degree of civil engineer.
For several years immediately following this he was employed as
superintendent on some government works in Westphalia. He
emigrated to this country when about twenty-five years of age,
6

82 NEW YORK AND BROOKLYN BRIDGE.

and at first devoted himself to farming near Pittsburg. That
period was an era of great industrial and commercial activity, and
canals and other public improvements were in process of construc-
tion in all the States.

Mr. Roebling, who was soon weary of a farmer's life, again
turned his attention to his profession. At first his services were
employed in canal work ; but railways soon asserted their superi-
ority as a means of transportation and communication, and the
energy and activity which had been employed in constructing
water-ways were diverted to the building of railways. Mr. Roeb-
ling was soon employed by the State of Pennsylvania, then project-
ing various railways, in surveying and locating lines through the
Alleghany Mountains, from Harrisburg to Pittsburg. One of
the routes thus surveyed was afterwards opened, and is now the
Pennsylvania Railway.

Mr. Roebling next devoted his energies to the manufacture of
wire rope, and was the first to produce that article in this country.
These ropes were used on the inclined planes of the portage railroad
over which the canal-boats of the Pennsylvania Canal were trans-
ported. He now undertook the building of a suspension aqueduct
across the Alleghany River at Pittsburg, a work which was com-
pleted in 1845, and the success of which was so marked that he
was selected to build the Monongahela suspension-bridge connect-
ing Pittsburg with Sligo.

In the year 1848 he began a series of suspension aqueducts on
the line of the Delaware and Hudson Canal, designed to connect
the anthracite coal regions of Pennsylvania with the tide-waters
of the Hudson River, the building of which consumed two years.
These works are permanent, requiring merely an occasional re-
newal of the wooden ducts which decay from the action of the
water. Not long after these aqueducts were finished Mr. Roeb-
ling moved to Trenton, N". J.

He now began the construction of a series of great suspension-
bridges which are among the most famous engineering structures
in the world, and are surpassed in magnitude only by the New
York and Brooklyn Bridge. The first of these, begun in 1851, is
the bridge across the Niagara, connecting the New York Central
Railroad with the Great Western Railway of Canada, the building
of which occupied four years. The span of this bridge, the sup-

MEN PROMINENT IN THE BRIDGE ENTERPRISE. 83

ports of which are four 10-inch cables, is 825 feet, and it was the
first suspension-bridge capable of sustaining the great weight of
railroad trains. Even while this bridge was building, Mr. Roeb-
ling was engaged on another of still greater magnitude, intended
to cross the Kentucky on the line of the Cincinnati and Chatta-
nooga Eailroad, with a span of 1221: feet. This work, however,
was discontinued on account of the insolvency of the company.
In the fall of 1856 the great Cincinnati bridge was commenced.
The building of this bridge, the span of which is 1030 feet, was
also interrupted by the financial embarrassments of the company,
but was at length finished in 1867. During the same period Mr.
Koebling built another suspension-bridge at Pittsburg.

In May, 1867, Mr. Koebling was appointed engineer of the New
York and Brooklyn Bridge, and in the following September he
made his report of surveys, plans, and estimates. In July, 1869y
he was badly injured at the Fulton Ferry slip while engaged in-
fixing the location of the Brooklyn tower, his foot being crushed
by timbers displaced by a ferry-boat which was entering the slip.
This injury resulted in lock-jaw, from which he died July 22d,
1869.

COL. WASHINGTON A. KOEBLING.

Citizens of New York and Brooklyn may well congratulate
themselves that when the untimely death of Jno. A. Roebling
deprived the Bridge of its engineer, a successor was found in his
son, Washington A. Roebling, who not only inherited his father's
talents and genius for great engineering enterprises, but had been
closely associated with him in some of his famous undertakings,
and indeed had taken no inconsiderable part in the preparation of
the plans for the Brooklyn Bridge itself. The father had enter-
tained a high opinion of his son's capacity, and accorded to him
much of the credit due for some of the great works with which
his own name was associated, particularly the Cincinnati bridge.
In fact he remarked, " If I hadn't him, I would not, at my time of
life, have undertaken the East River Bridge. If anything happens
to me he can push on about as well as I can."

"Washington A. Roebling was born in Saxonburg, Pa., May 26,
1837. Until he was sixteen years of age he was educated at the
Academy at Trenton, New Jersey, and thence went to the Rens>

NEW YORK AND BROOKLYN BRIDGE.

selaer Polytechnic School at Troy. Graduating from that institu-
tion in 1S57, he at once became associated with his father in bridge
building, and at the outbreak of the rebellion was busily engaged
on the Alleghany Bridge at Pittsburg. He enlisted in the Fourth
New York Artillery as a private, and being sent to join the Army
of the Potomac, was assigned to an important post in the Engineer
Corps, a branch of the service for which his thorough knowledge
of topographical engineering peculiarly fitted him. While in the
army he built a suspension-bridge at Harper's Ferry for the use of
the troops. He saw much hard service. He was frequently sent

COL. WASHINGTON A. ROEBLING.
FROM PORTRAIT IN HARPER'S MAGAZINE.

out in charge of reconnoitring parties, securing information which
proved of value to the army, and part of the time was on the staff
of Gen. G. K. Warren. He was present at Gettysburg, and it was
for gallantry in that action that he received his commission as
colonel. At Petersburg also his services were valuable, at which
place he took an important share in the destruction of the Weldon
Canal, an act which was effective in cutting off the enemy's base
of supplies.

Leaving the army in February, 1865, and resuming work in his

MEN PROMINENT IN THE BRIDGE ENTERPRISE.

profession as an engineer, he was employed on the suspension-
bridge at Cincinnati, on which his father was then engaged, and
devoted himself to that great structure until its completion. Col.
Roebling then visited Europe, where he remained about six months,
and made a most careful and thorough study of all the important
engineering works in England and on the Continent, giving spec-
ial attention to the latest scientific information on the subject of
pneumatic foundations. On his return he assisted his father in
maturing the plans for the East River Bridge. He was thus em-
ployed until the elder Roebling's death in July, 1869, when he was
promptly appointed his successor as Chief Engineer. While in
the caisson directing the work for the Bridge foundations, Col.
Roebling's system received a severe shock, which has occasioned
him much suffering ever since. While that work was going on
his unremitting attention both day and night was required, as the
slightest error or want of caution would have imperilled the lives
of hundreds of workmen, besides destroying the results of much
laborious effort. On one occasion, in December 1870, he was
brought up out of the ISew York caisson in an almost insensible
condition, and all the following night his life was despaired of ; but
he rallied in a few days and resumed work in the caisson, against
the protests of his physicians. In spite of his sufferings he has
devoted himself unceasingly to the great enterprise committed to
his charge, and, released from the heavy strain of responsibility
which rested upon him for so many years, now lives to see the
completion of his stupendous work, and to enjoy the fame which
his great achievement has won for him. Col. Roebling has not
personally been upon the completed structure at all. From a house
on Columbia Heights he has planned and directed the work in its
details, and from a back bay-window with a telescope watched its
progress. He has been greatly assisted by his wife, whose acquaint-
ance with the whole vast work is most minute and accurate. His
disease leaves him the use of all his faculties — that is plain from
the result they have achieved ; but forbids any unusual or long-
continued exertion, under penalty of prostration. Many a man
would think his enfeebled body a small price to pay for his vigorous,
educated and efficient brain. To an interviewer who congratulated
him on the successful termination of his great work, and suggested
that this would be the last of the kind he would undertake, he is

NEW YORK AND BROOKLYN BRIDGE.

reported as replying : " I don't know. If I get well, there is lots
of work to do in the world yet."

Mrs. Roebling was the first to drive over the Bridge, and found
that no perceptible vibration was occasioned by the trotting of
her horse.

WILLIAM C. KINGSLEY.

Mr. William C. Kingsley, who has acted as president of the
Board of Bridge Trustees since the death of Mr. Murphy, is about
sixty years of age, and was born in northern New York, where his
father was a farmer. When about eighteen years of age, he went

WILLIAM C. KINGSLEY.
FROM A PHOTOGRAPH BY ALVA PEARSALL.

to Westmoreland County, Pa., where he taught school for a
year.. He then obtained a position as superintendent in the con-
struction of a canal in western Pennsylvania, and though his pre-
decessors had been unable to make much progress with the work
owing to the wild and turbulent character of the workmen en-
gaged on it, by his energy, determination, and tact he brought the
undertaking to a successful termination. He was next engaged
on the Portage railway, across the Alleghany Mountains, and in
railway building in Illinois and elsewhere, always with success.

He came to Brooklyn in 1857, and soon after his arrival here,
built a bridge across the Susquehanna Kiver in Pennsylvania, and

MEN PROMINENT IN THE BRIDGE ENTERPRISE. 87

did a large share of the work on Brooklyn water and sewerage
works. He also built the Fifty-ninth Street sewer in New York,
and participated largely in the work on Central Park. .

Mr. Kingsley was one of the first to insist upon the feasibility
of a bridge across the East River, and long before the incorporation
of the Bridge Company he had had plans prepared and surveys
made. From the first he was confident of the success of the great
enterprise, and it was by his untiring efforts that the first five mil-
lion dollars devoted #to the construction of the Bridge was raised,
and this before a dollar had been subscribed by the cities of New
York and Brooklyn. His thorough familiarity with the history
and character of the great work and the intelligent zeal which he
had displayed in its execution, pointed him out as the fitting suc-
cessor of the late Henry C. Murphy, as president of the Board of
Trustees, on that gentleman's death, in December, 1882. • But
although acting as President, ever since that event he has retained
his former title of Yice President.

Though always influential in local politics, Mr. Kingsley has held
no political position in Brooklyn. He is a man of large and varied
business interests and has been identified with the Metropolitan
Gas Company, and with banks and insurance companies in his city.
He built the Hempstead Reservoir, and the Brooklyn Theatre,
and has long been one of the largest owners of the Brooklyn
Eagle.

HENEY C. MURPHY.

Henry C. Murphy was born in Brooklyn, July 3, 1810. His
grandfather, Timothy Murphy, who came to this country in 1769
and settled in Monmouth County, New Jersey, was a soldier in
the Revolutionary Army. John Garrison Murphy, the father of
Henry C, married Clarissa Runyon, of th,e well-known New Jer-
sey family of that name, and removed to Brooklyn about a year
before the birth of Henry C. Mr. Murphy graduated at Columbia
College in 1830, and entering upon the study of the law was ad-
mitted to the bar in 1833. He formed a partnership with the late
Judge John A. Lott, and the firm of Lott, Murphy & Yanderbilt
was prominent in Brooklyn for many years. Mr. Murphy became
conspicuous in politics at an early age, and always took an active
interest in municipal affairs. In 1834 he was delegate to the con-

NEW YORK AND BROOKLYN BRIDGE.

vention at Herkimer to take action in regard to the banking laws
of the State, ai. { was prominent in its deliberations. He was cor-
poration counsel of Brooklyn in 1836 and was elected mayor in
1842. in which office he was a stanch advocate of economy and
business principles. Always a Democrat in politics, he was elected
to the Twenty-eighth Congress by that parry before his term as
mayor had expired, and distinguished himself as an advocate of
tariff for revenue only. Although defeated for reelection to the
next Congress, he was returned to that bodv again in 1846, and
during his term of service secured the passage of legislation neces-

HENRY C. MURPHY.
FROM A PHOTOGRAPH BY RAWSON.

sary to establish the dry dock at Wall about Bay. He was a prom-
inent member of the Constitutional Convention of 1846, and at
the National Democratic Convention at Baltimore in 1852 was
strongly supported for President against Franklin Pierce, who
secured the nomination. In 1857 he was appointed Minister to
Holland by President Buchanan, and remained at that post about
three years. On returning to this country he took strong ground
against secession, and energetically urged his party to yield support
to the federal government in putting down the rebellion, and as
chairman of the Democratic State Convention in 1862 he made an

MEN PROMINENT IN THE BRIDGE ENTERPRISE. 89'

address characterized by strong Union sentiments. He also ren-
dered efficient service in raising troops for the army. He was
elected a member of the State Senate, and held that office for sev-
eral terms, and was also in the Constitutional Convention of 1867.
He was several times supported by his party in the Legislature for
the office of United States Senator, and was also urged for the
nomination for Governor. While in the Legislature he took an
active part in legislation relating to Brooklyn, and it was he that
drafted the first bill for the construction of the Bridge. He also
had much to do with the establishment of the present water system
in that city. No man did more for the improvement and develop-
ment of Coney Island than Mr. Murphy, and he was president of
the Brooklyn, Flatbush and Coney Island Railroad until his death.
He was also an officer of the Union Ferry Co. and the Brooklyn
City Bail road. There are three great enterprises with which Mr.
Murphy's name will always be associated — the Dry Dock, Coney
Island Improvements, and the Bridge.

Mr. Murphy was a man of decided literary tastes, and was a
ready and elegant writer. His library was one of the best in the
country, comprising about 5000 volumes, and being particularly
rich in works relating to American history, especially that of the
early colonial period. He wrote much on the latter subject, and
at the time of his death was engaged on a work called " A History
of Early Maritime Discovery in America." Mr. Murphy died
Dec. 1, 1882.

JAMES S. T. STRANAHAN.

Mr. James S. T. Stranahan, a prominent member of the Board
of Bridge Trustees, to whose energy and business talents the suc-
cess of the great work is largely due, was born at Peterborough,
N. Y., April 25, 1808, of New England parentage. His early life
was spent on his father's farm, and his first experience as a busi-
ness man was acquired in taking cattle to New York and Boston
for sale. When on his father's farm, he went to the district school
in winter, but later attended an academy in his native county.
He also taught school for a short time, and studied civil engineer-
ing with a view to making it his profession. "While still a lad he
went to Albany, and engaged in the business of buying and selling
wool. The late Gerrit Smith owned a large tract of land in Oneida

NEW YORK AND BROOKLYN BRIDGE.

County, and induced Mr. Stranahan to found a manufacturing vil-
lage there. This was the origin of the town of Florence, which
rapidly developed into a place of several thousand inhabitants. In
1838 Mr. Stranahan was sent to the Assembly from the town.

He removed to Newark, N. J., in 1840, and became connected
with railroad enterprises there, but in 1844 he transferred his resi-
dence to Brooklyn, and in 1848 became a member of the Board of
Aldermen from the Sixth Ward. He ran for Mayor in 1850, but
was defeated by his opponent, the late Samuel Smith. In 1854,
however, he was elected to Congress, and in 1860 was a member
of the Republican Convention that nominated Lincoln. In 1864

JAMES S. T. STRANAHAN.
FROM A PHOTOGRAPH BY RAWSON.

he was a Commissioner of Police in New York, and in the same
year was a member of the convention that renominated Lincoln,
and was also one of the Presidential electors on the Republican
ticket.

During the civil war, Mr. Stranahan rendered venerable services
to the Union cause. He was president of the War Fund Com-
mittee, which, together with the Woman's Relief Association, of
which Mrs. Stranahan was president, organized the famous Sanitary
Fair in Brooklyn, by which four hundred thousand dollars were
raised for the general sanitary fund.

MEN PROMINENT IN THE BRIDGE ENTERPRISE. 91

For many years past Mr. Stranahan has been conspicuous in
almost all the great enterprises undertaken for the improvement
and development of Brooklyn. The Atlantic Docks, begun in
1841, owe much to his energy. But Prospect Park is the great
work with which Mr. Stranahan's name is most prominently as-
sociated. From the passage of the bill which created the Park
Commission, in 1860, until very recently, Mr. Stranahan was presi-
dent of that body, and it was mainly by his enterprise and perse-
verance that the many obstacles in the way of the undertaking
were overcome.

Mr. Stranahan's services in the Board of Bridge Trustees are
well known to the public ; and at the present time, when people
are ready to acknowledge the fidelity and zeal of those who have
brought the gigantic undertaking to a successful termination, no
small share of the praise and credit to which they are entitled will
be accorded to Mr. Stranahan.

SETH LOW.

Mayor Seth Low, who daring his short service as Mayor of
Brooklyn has done much to hurry on the building of the Bridge,
was born in Brooklyn about 1850, and is the youngest man who
ever held that position. Mr. Low is the son of A. A. Low, the
well-known merchant, and was educated at the Polytechnic Insti-
tute in Brooklyn, and at Columbia College. He was for many
years a member of his father's firm, and thus acquired a thorough
knowledge of those business principles which have distinguished his
administration as mayor. He never held a political office until he
was elected mayor, but always displayed an intelligent and active
interest in muncipal affairs. His efforts in the cause of honest
and economical municipal government and the elimination of par-
tisan politics from the city government contributed in no small
degree to develop among the voters of his city those sentiments
which have made it so conspicuous for the independence of its citi-
zens in local politics. Mr. Low was nominated for mayor in the
fall of 1881 under peculiar circumstances. A large meeting of
citizens, irrespective of party, had nominated Mr. Ripley Ropes
for Mayor, and Mr. Low was one of a committee appointed by the

NEW ;i) BROOKLYN BRIDGE.

Young Republican Chi > to urge the Republican City Convention
to endorse Mr. Raped us the regular Republican candidate. Mr.
Low presented the cause of the citizens very forcibly before the
convention; and finally that body, though refusing to accept Mr.
Ropes, nominated Mr. Low himself, much against his own pro-
test. It was with great reluctance, and only at the urgent solici-
tation of his friends, that Mr. Low accepted the nomination and
consented to run, Mr. Ropes withdrawing in his favor. Mr. Low

SET FT LOW.

FROM A PHOTOGRAPH BY RAWSON.

declared, however, that he considered himself no party candidate,
but the candidate of the citizens of Brooklyn. After a vigorous and
exciting canvass Mr. Low was elected by a considerable majority,
notwithstanding that his opponent was Mayor Howell, who had
served two terms with eminent fidelity and success. Since enter-
ing upon the discharge of his duties Mayor Low has amply ful-
filled the expectations of the citizens by whose votes he was elected,
and his administration has been characterized by a high degree of
intelligence, vigor, independence, a'nd economy. By virtue of his

MEN PROMINENT IN THE BRIDGE ENTERPRISE.

position as mayor he became a member of the Board of Trustees
of the Bridge, and energetically discharged his duties as such.
During his short term of service he has done much to accelerate
the completion of the great work, and has taken a leading part in
all matters relating to the enterprise.

NEW YORK AND BROOKLYN BRIDGE.

DATES OF INTEREST IN BRIDGE MATTERS.

William C. Kingsley has plans and estimates drawn, 1865.

Henry C. Murphy introduces act of incorporation in Senate of New York,

January 25, 1867. Act passed, April 16, 1867.
Act transferring Bridge to the two cities passed, June 5, 1874.
Company organized, May, 1867.
John A. Roebling appointed engineer, May 23, 1867.
John A. Roebling died, July 22, 1869.
Washington A. Roebling appointed engineer, July, 1869.
Work commenced at the Brooklyn tower, January 3, 1870.
Brooklyn caisson towed to its berth, May 2, 1870.
First blocks laid on it, June 16, 1870.
Excavation under it commenced, July 10, 1870.
Fire in the Brooklyn caisson, discovered Dec. 2, 1870.
Great fire in the Brooklyn caisson discovered, December 2, 1870.
Engineer Col. Roebling partially paralyzed, December 2, 1870.
Caisson filled and finished, March 11, 1871.
New York caisson towed to its berth, October, 1871.
Filled and finished in May, 1872.
Brooklyn tower completed, May, 1875.
New York tower completed, July, 1876.
First wire rope stretched over the river, August 14, 1876.
First crossing on the wire, August 25, 1876.
Foot-bridge finished and crossed, February 9, 1877.
First cable wire run over and regulated, May 29, 1877.
Running and regulating cable wires commenced, June 11, 1877.
Last wire run over, October 5, 1878.
Strand broke loose, June 14, 1878.
Henry C. Murphy died, December 1, 1882.
Bridge opened, May 24, 1883.

OTHER STATISTICS.

Length of New York approach, 1562| feet.

Length of Brooklyn approach, 971 feet.

Size of anchorages at base, 129 x 119 feet.

Size of anchorages at top, 117 x 114 feet.

Height of anchorages in front, 85 feet.

Height of anchorages in rear, 80 feet.

Weight of anchorages, about 60,000 tons each.

Weight of anchor plates, each 23 tons.

Length of each land span, anchorage to tower, 930 feet.

Size of Brooklyn caisson, 168 x 102 feet.

Thickness of top of Brooklyn caisson, 15 feet.

Depth of Brooklyn foundations below high-water mark, 44^- feet.

Timber and iron in caisson, 5253 cubic yards.

Concrete filled into Brooklyn caisson, 5669 cubic feet.

Size of New York caisson, 172 x 102 feet.

Thickness of top of New York caisson, 22 feet.

Depth of New York foundations below high-water mark, 78| feet.

Weight of New York caisson, 7000 tons.

Concrete filled into New York caisson, 7000 tons.

Bolts and angle irons of New York caisson, 250 tons.

Size of towers at high-water mark, 140 x 59 feet.

Size of towers at top, 136 x 53 feet.

Height of roadway at towers, 119 feet.

Height of arches above roadway, 117 feet.

Height of towers above roadwa}-, 159 feet.

Total height of towers above high-water, 271 feet 6 inches.

Total height Brooklyn tower, base to summit, 316 feet.

Total height New York tower, base to summit, 350 feet.

Width of opening through towers, 33 feet 9 inches.

Cubic yards of masonry in New York tower, 46,945.

Cubic yards of masonry in Brooklyn tower, 38.214.

Length of main span, tower to tower, 1595 feet 6 inches.

Height of main span above high-water mark, 135 feet 6 inches.

Number of cables, 4.

Diameter of cables, 15 feet 9 inches.

Length of each cable, 3578 feet 6 inches.

Number of wires in each cable, 5434.

Number of wires in the four cables, 21,736.

96 MEW YORK AND BROOKLYN BRIDGE.

Total length of wire in each cable, unwrapped, 3515 miles.

Total length of wire in the four cables, unwrapped, 14,060 miles,

Weight of wire, one pound to nearly 11 feet.

Greatest length of cable wire run in one day, 88f miles.

Length of wrapping wire on each cable, 243 miles 943 feet.

Weight of 4 cables, wrapped, 3588£ tons.

Ultimate strength of each cable, 12,200 tons.

Greatest load that can come on one cable, 3000 tons.

Number of suspenders from each cable, main span, 208.

Number of suspenders from each cable, land spans, 86.

Strength of a single suspender, 70 tons.

•Greatest weight in a single suspender, 10 tons.

Number of postbands, each land span, one cable, 35.

Number of overfloor stays, 432.

Total length of bridge, 5989 feet.

Full width of flooring, 85 feet.

Grade of roadway, 3£ feet in 100.

Natural elevation above high- water, Brooklyn terminus, 61£ feet.

Natural elevation above high-water, New York terminus, 38£ feet.

Weight of the whole suspended structure, 6740 tons.

Maximum weight to be got in it, 1380 tons.

Maximum weight of roadway and traffic in cables, 6920 tons.

Maximum weight of roadway and traffic on stays, 1190 tons.

THE GREAT BRIDGE

IN ITS

RELATIONS TO LIFE INSURANCE.

The Bridge was built in order to bring nearer together the Busi-
ness Interests of New York and the Home Interests of Brooklyn.
New York is a business city ; Brooklyn is a city of homes. Of what
use is a prosperous business unless a man has a happy home to go to
when business is over for the day, which he may beautify with the
gains of business, and where he may treasure up all that makes life
desirable or business necessary ?

Life Insurance is the shield of the home, and the efficient ally of
the business man in providing and maintaining it. It bridges over
the rushing current of active life, so that if disaster befall the hus-
band and father wife and little ones will not be swept away upon its
angry surges. Moreover it provides a serene haven for old age, by
its Endowment Policies, so that when business capacities fail, the
home will receive and protect those who are weary wi th the struggles
of life.

The New York Life Insurance Company

is a purely mutual company, that is to say, it belongs to its policy-
holders, just as the great Bridge belongs to New York and Brooklyn.
There are no stockholders to make money out of it, and as all tolls on
the bridge go into the coffers of the people, so all moneys paid to the
New York Life are for the benefit of the policy-holders. The tolls
of neither are burdensome, and the benefits of both are great. The
New York Life, like the Bridge, has solid foundations — the Bridge
the everlasting rock or its equivalent, and the Company a round and
sound Fifty million dollars. The towers of the Company — seen from
afar — are about Thirty-three million dollars paid in Death-claims and
Endowments, and Thirty-five millions in Dividends and Return
Premiums.

Since the Bridge was begun the New York Life has increased
its assets over Thirty-seven million dollars — enough to build two such
bridges, and leave a handsome surplus. About the time the Bridge
was begun the Company began the issue of its now well-known and
popular " Tontine Investment Policies." These policies are now
maturing with results that have already earned for them the designa-
tion of "the best form of insurance of the age," and "the most
profitable form of policy written by any life company." Every ap-
proved form of policy written on favorable terms, with the non-
forfeiture features first introduced by this Company. If you wish
estimates on a Tontine Policy, or any other information on life insur-
ance, send name, address, and age to the Company, or to its agents.

THE NEW YORK LIFE INSURANCE COMPANY,

346 & 348 Broadway, New York City.

MOBRIS FRANKLIN,

4 President

WILLIAM H. BEERS,

Vice- Pres. and Actuary.

IE1. IR^_A.S & CO.

IMPORTERS AND

Wholesale Druggists,

THE ONLT WHOLESALE DRUG HOUSE EH BROOKLYN,

52 FULTON and 47 DOUGHTY STREETS,

BROOKLYN, IV. Y.

Ebony Placques, Moonlight Photography,
and other Photo Novelties are attracting much
attention and patronage at DURYEA'S, 233
Fulton street, Brooklyn, where prices are
moderate and quality of work the finest. We
were also shown some beautiful life size
Photographs which we thought superior to
anything of the kind yet exhibited in Brooklyn.

DEGRAAF & TAYLOR,

47 and 49 West Fourteenth and 48 West F if teeth Streets

(BETWEEN FIFTH AND SIXTH ATEXVIS).

NEW YORK.
THE T_.^.^LO-EST

FURNITURE

ESTABLISHMENT IN NEW YORK CITY.

SUPERIOR FACILITIES FOR MANUFACTURING.

Furnishing Eesidences Omplete a Specialty.

FAIRBANKS'

STANDARD SCALES

The Largest and Oldest Scale Works in the World.

Railway and Express Copying Presses,

THE HANCOCK INSPIRATOR.

50,000 NOW IN USE.

FAIRBANKS & COMPANY,

311 Broadway, New York.

ITABOVE ALL COMPETITORS.

The Light Running

NEW HOME

SEWING MACHINE

PERFECT IN EVERY PARTICULAR.

Has more Improvements than all other Sewing Machines combined.

^ic NEW v HOME jH-

SE^A^IDCTG- MACHI1TEI OO.

30 Union Square, New York.

CHICAGO, 111. ; ORANGE, Mass., and ATLANTA, Ga.

CHARLES A. ANDERSON,

ARTIST TAILOR,

840 Broadway,
€br. Thirteenth Street, ZEST IE "W TOEK.

Esta*Tp1 i sin e<3- Half a Century.

JT. B. CROOK & CO.,

-77-" gQ and <52 Fulton St., and 34 Cliff St., New Yor7c.

Manufacturers and Importers of

Hi£h Class Fishing Tackle, Guns, Cutlery, Lawn Tennis, Archery,
Fishing" Nets, Base Ball, Cricket, and every article used in
Out Door Sport.

SPECIALTIES:

THOMAS ALDRED'S LONDON ARCHERY.

FRANCIS DARK'S CRICKET GOODS.

ROGERS & WOSTENHOLMS CUTLERY.

NATURALISTS AND TAXIDERMISTS.

We are the Originators of the GAME PANELS so extensively used in Home

Decorations.

BIRD SKINS BOUGHT AND SOLD.

201 SIXTH AVENUE.

Opposite Macy's, NEW YORK.

39 GREENPOINT AVENUE,

Near Greenpoint Ferries, BROOKLYN, E. D.
CLUB EATES.

For Imperial Photos, 11 Tickets for $20.00. The 11th ono being froo to tbo one getting up the elab, aad U
rrcry member of the club w!U be presented ono 8x10 Photo in addition to their doien. To the ono petting up the
•lab, their Ui— a picture will bo colored and framed.

NOTICE.

X new and out method to get up a Club, which wo aro now offering. One, two, and throo tickets ean Ot had
at a time, at $2.03 each. Hook account will bo kept of the tame, and when the tenth ono Is called for, an*
aajaplimeotarY ticket will be given. The object of this is to save the people who bur the tickets from you the trouble of
valting until tho Club is filled ; therefore, as soon as you have paid for your tlsket, Ten ean come and sit for tout plctur*.

Wp&oUterg ffioolr*, JM t? _ 3LaceL (Eurtaw*,
[Curtain f&uttvi*l*', iFurniture CCotoermorTl
Cable €obet8,retc, ' | A tfPortters ft drapers,

No. 46 EATON W.HthSt.

artistic $aper

»attflCnfl,
CeCUnfl Decoration*,

O
N

Cornices, $oles,
Crimp*, jfrtnfles, etc.

Information, designs, estimates, and samples cheerfully furnished.
W-A.LL 3? -A. 3? IE IR3
N«w and Fashionable Designs and Colorings for Side Walls and Ceilings. Send for samples and prices.

LACE CURTAINS.— Nottingham and Scotch Curtains in great variety of designs, 3
yards, 3^ yards, and 4 yards long, white or ecru, $1.00 to $8.00 per pair. Antique Lace
Curtains from $5.00 to $15.00 per pair. Real Swiss Lace Curtains, hand-made, $8.00 to $30.00
per pair. Colored Madras and Cabut Lace Curtains from $5.00 to $25.00 per pair : also by
the yard, from $1.25 to $3.00.

HEAVY CURTAINS AND PORTIERES.— Jute Curtains, 1^x4 yards, $7.00 to
$15.00 per pair. Reversible Cotton Tapestries, lj^x4 yards, $15.00 to $25.00 per pair. Silk and
Wool Tapestries, 1^x4 yards, $25.00 to $50.00 per pair. Chenille Turkoman Tapestries, lj^x4
yards, $40.00 to $75.00 per pair.

CURTAIN MATERIALS.— Raw Silk Cross Stripes in great variety, $1.00 to $3.50 per
yard. Turkoman Stripes, Persian style, with tinsel, $1.00 to $2.00. Handsome Jute, 50
inches wide, 50 cents to $1.00. All Wool Felt, 72 inches, wide $1.50 to $2.00. Reps, all colors,
50 inches wide, $1.25 to $1.75. Turkish and Roman Satine, 50 inches wide, $2.25 to $5.00.
Reversible Cross Stripes, 50 inches wide. $1.25 to $2.00. Chenille Turkoman, plain, $2.50 to
$3.00; striped, $5.00 to $6.00. French Tapestries, with tinsel, $2.50 to $6.00. Silk Plush, 24
inches wide, $3.00 to $4.00. Mohair Plush, 24 inches wide, $2.25 to $3.50. Embossed Plush,
$3.25 to $4.00.

FURNITURE COVERINGS.— Raw silk and cotton, 50 inches, $1.00 to $1.50. All raw
silk, $1.50 to $3.00. Spun silk. $2.50 to $4.50. Silk and Wool Tapestries, $4.00 to $7.00.

FRINGES, GIMPS, CORDS, ETC. Chenille Fringes from 3 to 8 inches deep, plain,
shaded and mixed colors, from 20 cents to $1.00 per yard. All the novelties in chenille, ball
and tassel fringes in all the new designs and colors, from 20 cents to $2.50 per yard.

TABLE AND PIANO COVERS in great variety .

Extension WINDOW CORNICES to fit any window, $1.50 to $6.00.

CURTAIN POLES.— With ends, brackets, and rings complete, 5 feet by inches ;
brass, $4.50 to $5.00 each : ebony, $2.00 to $2.50 ; walnut or ash, $1.00 to $2.00.

WINDOW SHADES.— Special attention is called to this department, as the goods are
manufactured by myself, and are far superior to anything in the market.

N. B. — All my shades are made on cambric or the finest muslin, in a separate frame, and
the color is rubbed into the fabric by hand. Every shade is warranted not to crack or to
eurl at the sides, and to be free from pin holes. Plain Shades to match any tint, 3x6 feet, 75
cents, with handsome gold dado, $1.00 to $1.50 each. Hartshorn's self-acting rollers, 40 and
50 cents ; tin, $1.00. A large stock of Shade Hollands (imported only) white and colored, in
all the widths made, from 20 to 50 cents per yard, according to width. Shade tassels, all
colors, from 5 to 20 cents. Linen Fringe, 20 to 40 cents.

Having obtained the entire Upholstering stock of the late Co-Operative Dress Association,
I am now selling the same at greatly reduced prices, together with a large and selected stock
of new and beautiful goods.

DR. HILL,

381 SIXTH AVE., NEW YORK.

Beautiful sets Gum Teeth,

warranted, $10.00.
Sets on Gold and Silver at
low prices, substantially
made and beauti-
fully filled.

Teeth beautifully filled
with Gold, $2.00.

Teeth filled with Silver
and other materials,
$1.00.

We insert teeth without plates by use of the Richmond Crowns— beautiful, and will last

a lifetime. Call and see us.

DR.

EUGENE HILL,

881 Sixth Ire., mear 23d St.

1807.

Seventy-Sixth Season.

1883.

COWPERTHWAIT'S,

408 to 412 FULTON ST., BROOKLYN,

AND

153 to 157 CHATHAM ST., NEW YORK.

FTOIITI1I,

Carpets, Bedding, Shades, Lambrequins, &c, &c.

COMPRISING

The Newest Designs of this Season's Manufacture.

We are offering Great Bargains either for cash or on special terms of credit,
to suit customers' convenience. We respectfully invite inspection of
our elegant and extensive stock.

CLARE, DENTIST,

ORIGINATOR OF THE

EIGHTH AVENUE DENTAL ASSOCIATION

AND

$5.00 SETS OF TEETH WHILE WAITING.

Teeth Filled, Repaired, Gas Administered, Lady in Attendance.

No. 379 EIGHTH AVENUE, NEW YORK.

One door South of 29th Street.

RESIDENCE: 354 West 32d St., between Eighth and Ninth Aves., N. Y.

PALMER M'F'G OO.,

106 BEEKMAW ST., NEW YORK,

Manufacturers ot

COPPER TEA KETTLES A SPECIALTY.

OZbLearpest; IKelj-ble for Family TJse.

ORNAMENTAL and USEFUL.

American Exchange in Europe,

(LIMITED.)

(Incorporated March, 1880, in succession to the Agency and Commission Business of Metsrs,
HENRY F. GILLIG & CO.. Established 1873.)
AUTHORIZED CAPITAL, $5,000,000.00.
HEAD OFFICE:

449 Strand and 3 Adelaide Street, London, England.

NEW YORK OFFICE: No. 162 BROADWAY.

President and Chairman of the Board, Vice-President and General Manager

JOSEPH It. HAW LET. HENRY F. GILLIG.

The Most Comprehensive and Perfect System of

TRAVELERS' CREDITS.

(A.) — CIRCULAR LETTERS OF CREDIT.

(B.) — CIRCULAR DRAFTS.

(O— CIRCULAR NOTES.

Available Throughout the World.

MONEY P^ID BY CABLE TO TRAVELERS IN ANY P^RT OF EUROPE.

DRAFTS ISSUED
On England, Scotland, Ireland, France, Germany, and all parts of Europe and the East
BANK MONEY-ORDERS GRANTED.
Paris Agents: AMERICAN EXCHANGE IN PARIS, [Limited.]

HENRY F. GILLIG, President, - 35 Boulevard des Capucinea.

TELECRAPHIC ADDRESSES:

GILLIG, London. GILLIG, Paris. GILLIG, New York.

American Exchange Travelers' Bureau.

C. A. BARATTONI, Manager.

In Connection with the American Exchange, in Europe, (Limited.)

EXJT^OT?T±]^3Sr TEAVEL.

Established for the promotion of Pleasure Travel to all Lands, and for the convenience and
protection of American Travelers in foreign countries. The only American institution of the
kind in existence.

Founded by Americans, managed by reliable and experienced men, and controlled by American
capital.

The only American Institution having its own offices in Europe and employing a carefully
trained staff conversant with the ta-jtes and requirements of Americans traveling abroad.

Reliable information cheerfully imparted in person or by mail to all persons contemplating
to travel abroad.

General Agency for all lines of transatlantic steamers. Exceptional facilities for securing
god berths and staterooms at short notice, on any steamer sailing from New York, Boston
or Philadelphia. No charges made for this service.

Tickets issued to individual travelers for single or return journeys to all parts of Ireland,
Scotland, England, Holland, Belgium, the Rhine District, Northern and Southern Germany,
Switzerland, Italy, France, the Orient, etc.

Escorted parties, t-> travel abroad under experienced representatives, are being continually
organized during the season for attractive tours, visiting all places of interest. Duration of the
trip, two three and four months, according to the routes selected.

Passports for native and naturalized citizens obtained from the State Department in Washing-
ton at short notice. Notary Public in the office.

All persons traveling under the auspices of the Travelers' Bureau, enjoy the freedom and
numerous privileges of the American Exchange in Europe, 449 Strand, London, and 35 Boulerard
des Capucines, Paris.

^nvcET^ic^isr tplze^sttzre travel.

Information cheerfully imparted, and tickets issued to all places of pleasure resorts in tho
United States and Canada.

" Travel," a publication devoted to the interests of travelers in all lands, containing erery
information and illustrated with maps, is published monthly. Address AMERICAN EXCHANGE
TRAVELERS' BUREAU, 16a Broadway, New York.

SOHMER

Grand, Square & Upright Pianos.

Messrs. SOHMER & CO. take great pleasure in announcing to their numer-
ous friends and patrons that, after a severe and critical test by the Judges of
Musical Instruments — in which nearly all the prominent and leading manufactur-
ers of the United States and Canada were represented — they have conferred upon
"SOHMER & CO." the highest honors, viz.: First Prize Diploma of
Honor, and Honorable Mention, and a Diploma of Special
Excellence for BABY GJRANDS, which was the highest and
only one given.

Messrs. SOHMER & CO. will strive to merit the confidence intrusted them
by the trade, and will continue their strenuous efforts to excel in all the various
styles of Pianos manufactured.

SOHMER & CO., 149 to 155 E. 14th St., New York.

OTIS PARLOR BED.

Latest— Best— C heapest.

TURNS DOWN WIDTH INSTEAD OF LENGTH.

Entirely New Principle.

feices ^Konvn $20 to $200.
OTIS PARLOR BED CO., 1 14 W. 14th St., near 6th Av., N. Y.

PRIZE MEDAL SOAPS AND PERFUMES

teroational

Centennial
Exhibition,
liladelohia,

1876,

R. LOW, SON & HAYDON,

Perfumers to the Queen,

No. 330 STRAND (opposite Somerset House), LONDON,

(ROBERT LOW'S SON, NEW YORK,)

MANUFACTURERS OF THE

CHOICEST ARTICLES OF PERFUMERY,

Long celebrated for their superior quality, and sold in every town of the United
Kingdom, most parts of the Continent, in the East and West Indies,
North and South America, China, and other parts of the Globe.

t^rx \c\ Y>T>Vl The Extract is the only specific for this disease, Cold in
KJCA, Loll 1 I±. Head, etc. Our " Catarrh Cure," specially prepared to

meet serious cases, contains all the curative properties of the Extract;

our Nasal Syringe invaluable for use in catarrhal affections, is simple

and inexpensive.

Rheumatism, Neuralgia. Noothei - p^™"™

of these distressing complaints as the Extract.

has cured so many cases

TTPTTI OT*"PTl Pi £TP^ Bleeding from the Lungs, Stomach, Nose, or from
AAOJALL/l A J-lct^rjo. ailv cause; is speedily controlled and stopped.

Diphtheria and Sore Throat. tI2S^

ly. It is a sure cure. Delay is dangerous.
For Piles, Blind, Bleeding or Itching, it is the greatest known remedy.
For Ulcers, Old Sores or Open Wounds its action upon these is most

remarkable.

EMMA ABBOTT.— "Valuable and beneficial."

HEYWOOD SMITH, M.D., M.R.C.P., of England. — "I have used it
with marked benefit."

CAUTION.

POND'S EXTRACT has been imitated. The genuine has the words "POND'S EX-
TRACT ' ' blown in the glass, and our picture trade-mark on surrounding buff wrapper. None
other is genuine. Always insist on having POND'S EXTRACT. Take no other preparation.

It is never sold in bulk or by measure.

POND'S EXTRACT CO., 14 West 14th St., N. Y.

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Full text of "A Complete history of the New York and Brooklyn Bridge : from its conception in 1866 to its completion in 1883"

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